Mathieu van der Poel dominated the 2026 cyclocross World Championships ahead of Tibor del Grosso and Thibau Nys. The trio was clearly in a league of their own compared to the rest of the field where Joris Nieuwenhuis proved strongest and rose to a honorable 4th place. However in retrospective, the 2...

As every year, we have to come to understand that a number of reputable professionals disappear from the peloton. In that sense, the 2025 winter felt extremely nostalgic with 2018 Tour winner Geraint Thomas, 2014 Milano-Sanremo and 2015 Tour of Flanders winner Alexander Kristoff, 2013 world champion...

The Shuttle LT has been and continues to be the long-travel, full-power model in Pivots growing lineup of eMTBs. Today, this e-enduro bike gets a significant update, further cementing its status as the brands fastest and rowdiest eMTB. And with a host of geometry adjustments, including a new patent-pending feature, it also adds the title of the most adjustable bike in the Pivot lineup.Pivot launched the original Shuttle in 2017, becoming one of the first premium bike brands with an eMTB. Since then, it has undergone numerous updates and has slowly evolved into four separate models in the Shuttle lineup: the Shuttle LT, Shuttle AM, Shuttle SL, and the Shuttle SL/AM. Among them, the Shuttle LT boasts the most travel, power, and battery capacity, along with the most aggressive geometry. The latest version takes it to another level with a host of refinements, new features, and builds designed to make it better and rowdier than ever.A few weeks ago, Pivot hosted several members of the cycling media, myself included, at its headquarters in Tempe, Arizona. After a couple of presentations, we all got set up on the new bikes, then chased Pivots Owner and CEO, Chris Cocalis, around on the rough, rocky, and loose trails on South Mountain, in the brands backyard, for a few days. Coincidentally, World Cup DH racers Roger Viera and the newly-signed Dylan Maples of Pivot Factory Racing just happened to be around and rode with us as well. Needless to say, it was a proper and fast-paced introduction to the new Pivot Shuttle LT.Pivot Shuttle LT DetailsThe new Pivot Shuttle LT with the top-of-the-line Team build. (photo/Pivot)The general design and frame silhouette of the new Shuttle LT arent visually much different from the previous version. The frame gets 162mm of rear wheel travel using Pivots favored DW-Link suspension design. Thats paired with a 170mm travel fork and a mixed-wheel configuration. Like all Pivot bikes, the Shuttle LTs carbon frame has been meticulously designed to meet stiffness, strength, and weight targets, while also optimizing layups to deliver the same ride quality across all frame sizes.The Shuttle LT comes with MX wheels, but it can be run with 29 wheels front and rear using a geometry-preserving flip chip. Maximum tire clearance is 27.5 x 26 or 29 x 2.5 and Pivot is sticking to its guns with SuperBoost 12 x 157mm rear axle spacing. The frame comes in four sizes, S-XL, and the size Large Team build weighs a claimed 52 pounds.The DW-Link suspension design on the new Shuttle LT. (photo/Pivot)The Pivot team really likes the full-power Bosch CX drive system, particularly the Race version. The Ride build comes with the standard Bosch CX motor, while the Pro and team builds are equipped with the CX-Race, which is lighter and features the special Race mode. Protecting the motor is a custom guard that also doubles as the door for the removable Bosch PowerTube 800 Wh battery.Inside, Pivots floating battery technology holds the battery with two independent nylon-composite mounts that allow it to float/subtly rotate as the frame flexes under load. The battery can be removed quickly and easily for hot swaps or off-bike charging. Reportedly, lighter 600 Wh batteries will also be available after-market and will fit into the same space using the same floating mount system.Lots of frame protection, in addition to the custom door/protector for the motor and battery. (photo/Pivot)In addition to the motor/battery cover, the Shuttle LT frame has large molded protectors on the downtube and chainstay. It has ports for internal routing of brake lines, dropper, and derailleur cables, with secure, bolt-on covers to adapt to changing needs. There is a set of mounts on the downtube for a bottle cage or to hold Boschs 250Wh PowerMore Range Extender. A set of mounts under the top tube is ideal for attaching spares or tools, such as Pivots Tool Dock Accessories.Geometry and AdjustmentsThe new Shuttle LTs geometry is quite similar to the previous version and the non-electric Firebird enduro bike. Its slack, low, and long, and geared very deliberately toward riding fast and aggressively. With a 64-degree head tube angle (high), seat tube angle between 76.5 and 78 degrees (depending on the setting), and a 483mm reach on the size large that I tested, the LTs geometry is spot on for its intended use.The Shuttle LT has a geometry-adjusting flip-chip thats mostly intended to preserve geometry when switching between MX or 29 wheels. Click on either geometry chart to enlarge.But for as dialed as the stock geometry is, the designers at Pivot are well aware that rider preferences vary depending on location, riding style, etc. They built in a host of adjustments so that riders can optimize the bikes geometry and suspension performance. In fact, the Pivot team says this is the most adjustable bike in the lineup. Lets check them all out.Slacky McSeatTubeThe oversized seat tube houses an insert to adjust the seat tube angle. Pivot is calling it: Slacky McSeatTube. (photo/Pivot)You read that right. In a nod to the infamous Boaty McBoatFace, Pivots new patent-pending adjustable seat tube angle system is actually named Slacky McSeatTube. Seat tube angle is a hotly debated topic, and Pivot has created a way to make virtually everyone happy with this unique system. Riders can choose between 76.5 degrees (steep) and 78 degrees (steeper), and the adjustment is quick, easy, and secure.To make this possible, the Pivot team designed the frame with an oversized seat tube, which houses a plastic insert. By rotating the insert, the effective angle of the seat tube can be adjusted by +/-1.5 degrees. The process is straightforward, and the components of the system are quite lightweight. While Im sure the engineering of this novel system took some time and effort, it looks remarkably simple. Now that Ive seen it, Im honestly kinda surprised that it doesnt already exist.Chainstay LengthAdjustable Swinger dropouts allow for 8mm of chainstay length adjustment. (photos/Jeremy Benson)Another significant geometry adjustment on the Shuttle LT is the patented Swinger Dropout System. Featured on the latest version of the Firebird, this chainstay length adjustment makes its way to the brands comparable eMTB. The Swinger system provides +/- 8mm of chainstay length adjustment between the short and long settings, giving riders the option of the more playful 443mm short setting or the more stable and planted 451mm long setting.Pivots system is easy to understand with adjustable dropouts and even a swappable brake bracket. However, the 8mm difference in chainstay length is enough that Pivot recommends adjusting your chain length by two links when switching between the short and long settings. Its also worth noting that rear wheel travel increases by 3mm to 165mm in the long chainstay setting.Geo/Wheel Size Flip ChipThe geometry flip chip is primarily intended to preserve the bikes geo when switching between wheel sizes. (photo/Pivot)An additional geometry flip-chip in the linkage is intended to be used primarily to maintain geometry when switching between wheel sizes. Stock builds come with MX wheels, and the High setting is recommended for crank clearance with a smaller rear wheel and a low bottom bracket. Switching to the low setting slackens the head tube angle by 0.8 degrees and lowers the already low BB height by 11mm. However, if switching to a 29 rear wheel, the Low position preserves the bikes geometry.Oversized Head TubePivot designed the Shuttle LT with a visibly oversized head tube that uses a Z56/Z56 headset. This larger headset spec was intentional, as they say it leaves the door open for riders to experiment with reach or angle-adjusting headsets to dial in the fit and feel.Suspension ProgressionThe lower shock mount includes a progression flip chip. (photo/Jeremy Benson)The lower shock mount also doubles as a progressivity flip-chip. The bike comes in the progressive setting, which Pivot believes is the perfect setting for most riders and also works well with coil shocks. For those who prefer a more consistent feel through the travel, switching to the liner setting reduces the progression of the leverage curve. According to Pivot, the differences between progressive and linear settings are:0-100% of travel: 36.0% in progressive, 32.7% in linear30% 9sag) to 90% of travel: 19.1% in progressive, 16.8% in linearMotor SystemThe CX-R motor is lighter and comes with a special Race Mode. (photo/Jeremy Benson)Pivot started using Bosch CX and CX-R drive systems on the previous Shuttle LT in 2024. They appear to be very big fans and have chosen to use them on the new version as well. Both the Team and the Pro builds come with the Bosch CX-Race, while the Ride build comes with the standard CX motor. While the power output of both motors is equal at up to 100 Nm of torque and 750W of peak power, the CX-R motor is lighter with a titanium spindle and ceramic bearings. The CX-R also features the exclusive Race Mode with up to 400% assistance for faster acceleration.All models use Boschs wireless handlebar remote and have top-tube integrated displays. The higher-end Team and Pro builds come with the latest Kiox 400C with its fancy display screen. The 400C has customizable pages and data fields, and the remaining battery life is displayed as a percentage. The lower-priced Ride build comes with the more basic but perfectly functional System Controller, which has colored LEDs to show assist level and battery life. Both motors are compatible with the Bosch x Pivot Flow app, where users can customize the modes, track stats, and get reminders for updates and maintenance.The Pro and Team builds feature the Kiox 400C display. (photo/Pivot)Pivot Shuttle LT: Builds and PricingAll of the new Shuttle LT builds are built around the same carbon frame and come with long-range 800 Wh batteries. Again, the Pro and Team builds come with the slightly lighter Bosch CX-Race motor and the fancier Kiox 400C top tube display. The Ride build comes with the standard Bosch CX motor and the slightly more basic System Controller. The color options are Black Royal Purple, and Stone Cold White.The top-of-the-line Shuttle LT TeamShuttle LT Team XX Eagle Transmission: $14,999Fork: Fox Factory Float X2Shock: Fox Factory Podium 29, 170mm, GRIP X2, 44mm offsetDrivetrain: SRAM XX Eagle TransmissionCranks: Praxis Carbon eCranks, 160mm, 34TBrakes: SRAM Maven Ultimate w/ 200mm HS2 Centerlock rotorsWheels: DT Swiss Hybrid HXC1501 Carbon, MX, SuperBoost rearTires: Front: Continental Krptotal-F 29 x 2.4 Enduro Super Soft, Rear: Continental Kryptotal-R 27.5 x 2.6 Enduro SoftHandlebar: Phoenix Team Carbon, 780mm, S: 20mm rise, M-XL: 35mm riseStem: Pivot Team Enduro V2, S-L: 40 mm, XL: 50 mmSeatpost: RockShox Reverb AXS V2, S: 150mm, M: 175mm, L: 200mm, XL: 225mmSaddle: Pivot Team E-BikeThe Shuttle LT ProShuttle LT Pro XO Eagle Transmission: $12,599Fork: Fox Performance Elite Float X2Shock: Fox Performance Elite Podium 29, 170mm, GRIP X2, 44mm offsetDrivetrain: SRAM XO Eagle TransmissionCranks: Praxis Alloy eCranks, 160mm, 34TBrakes: SRAM Maven Silver w/ 200mm HS2 Centerlock rotorsWheels: Crankbrothers Synthesis DH, MX, SuperBoost rearTires: Front: Continental Krptotal-F 29 x 2.4 Enduro Super Soft, Rear: Continental Kryptotal-R 27.5 x 2.6 Enduro SoftHandlebar: Phoenix Team Carbon, 780mm, S: 20mm rise, M-XL: 35mm riseStem: Pivot Team Enduro V2, S-L: 40 mm, XL: 50 mmSeatpost: OneUp Dropper V3, S: 150mm, M: 180mm, L-XL: 210mmSaddle: Pivot Ride E-BikeThe Shuttle LT RideShuttle LT Ride 70/90 Eagle Transmission: $8,999Fork: Fox Performance Float XShock: Fox Performance 38 29, 170mm, GRIP, 44mm offsetDrivetrain: SRAM Eagle 90 Mechanical Transmission w/ Eagle 70 Cassette and ChainCranks: Paxis Alloy eCranks, 160mm, 34TBrakes: SRAM Maven w/ 200mm Centerline rotorsWheels: DT Swiss H1900 w/DT 370 hubs, MX, SuperBoost rearTires: Front: Continental Krptotal-F 29 x 2.4 Enduro Super Soft, Rear: Continental Kryptotal-R 27.5 x 2.6 Enduro SoftHandlebar: Phoenix Ride Aluminum, 780mm, S: 20mm rise, M-XL: 35mm riseStem: Pivot Team Enduro V2, S-L: 40 mm, XL: 50 mmSeatpost: JD YSP23GLS, S: 130-150mm, M: 150-170mm, L-XL: 180-200mmSaddle: Pivot Ride E-BikePivot Shuttle LT: First RidesThe Shuttle LT was made to perform on the rugged trails and terrain in Pivots backyard. (photo/Josh Weinberg)South Mountain is in Pivot HQs backyard and is home to a network of very steep, rough, and chunky trails. If youve ever ridden there, then you probably already know that the riding and terrain are challenging, very rocky, and will test the limits of any bike and rider. So, it wasnt too surprising that we jumped straight into the deep end to see what Pivots most powerful and aggressive eMTBs were capable of.These are just my first impressions based on three solid rides. First, we all got set up on test bikes. Mine was a size large Shuttle LT Pro, which I found to fit me very well. The angles matched my expectations for a bike of this type, the reach felt good for my lanky arms, and the generous stack provided a fairly relaxed seated pedaling position. Overall, it felt well-sorted for the LTs e-enduro use case. While I did examine and mess with the Slacky McSeatTube and Swinger adjustments, I kept them in the stock settings (76.5 STA and short chainstays) for our test rides, because the bike felt great as it was.ClimbingClimbing on the Shuttle LT up one of the many steep and rocky climbs on South Mountain. (photo/Josh Weinberg)As mentioned above, I found the geometry of the Shuttle LT to be quite agreeable, with a comfortable and commanding seated climbing position. The less steep 76.5-degree seat tube angle setting felt great to me, but I appreciate that theyve devised a system for riders to go steeper if they choose.Uphill handling felt natural and intuitive right out of the gate. Despite the slack head tube angle, long travel fork, and long wheelbase, I was pleasantly surprised by how maneuverable the Shuttle LT was. Its reasonable to assume a heavy, long-travel bike will be unwieldy, but it handled South Mountains tight switchbacks and prolonged technical and awkward climbing much better than initially expected. Pedal assist helps a lot in those situations, of course, but I found it to be surprisingly agile for what it is.Kinda hard to tell in this photo, but this trail was very steep with lots of technical challenges above and below. The Shuttle LT ate it up. (photo/Josh Weinberg)Despite having 162mm of frame travel, the DW-Link suspension did an impressive job of balancing support and plushness. Pivot tried to match the kinematics with those of the Firebird, which is highly praised for being an efficient climber. While I didnt get the official anti-squat figure, I can attest that the suspension seemed to separate pedaling forces effectively and provide great support under power, yet it still had excellent small bump performance and no shortage of ground-hugging traction. It probably didnt hurt that my suspension was set up perfectly by Fox technicians, either.Some members of the Pivot team are very big fans of the powerful Bosch CX-R motor and its Race Mode, and while riding up the steep, loose, and chunky trails of South Mountain, I understood why. This is a full-power e-MTB, after all, and it absolutely feels like it. Its far from subtle; the powerful drive system is undoubtedly a defining feature of the climbing experience, and intentionally so. It made it possible to power up and over the impossibly steep, loose, and chunky sections of trail on South Mountain, of which there are many.The CX-Race motor is super powerful if going full-Turbo is your thing. (photo/Josh Weinberg)Preferences vary, and I know that many riders really like the new breed of full-power motors. I find the Turbo and Race modes to be a bit overwhelming, and I rode in Tour and E-MTB the vast majority of the time. I appreciate having Turbo for the occasional steep punch, but otherwise, I would customize the modes to better suit my tastes, which is always an option. Still, Pivot intended this bike to provide the full-power experience, and I think they definitely achieved that goal.DescendingRocks on rocks. South Mountains terrain definitely tests the limits of rider and bike. (photo/Josh Weinberg)Unfortunately, I never rode the previous version of the Shuttle LT, so I cant compare it to the new version. I can, however, say with confidence that this bike is an absolute trail-smashing beast on the descents. We rode lots of properly rough, super chunky, and relatively steep descents, and this bike enabled me to approach the unknown trails and terrain with confidence and control. The geometry felt perfectly dialed, the suspension controlled and forgiving, and the Team build I tested was pretty much perfect.Geometry-wise, the reach on the size large felt perfect, and the relatively high stack and riser handlebar kept me comfortably in the drivers seat on steeper descents. I kept the chainstays in the short, 443mm position, as the Shuttle LT is already a long bike, and I appreciated the agility in the tight, technical terrain we were riding. For faster or more open terrain, I could see the longer chainstay setting being beneficial, and Im glad they give riders the option to choose with a very meaningful 8mm adjustment.Despite its trail-smashing capabilities, the Shuttle LT wasnt stuck to the ground and remained pleasantly lively. (photo/Josh Weinberg)I was perfectly content with the rear suspension in the Progressive setting, so I left it there for all of my test rides. I was very impressed by how plush it felt over small bumps and composed it felt on bigger hits deeper in the travel. It never felt like it was getting bogged down or lost in the mid-stroke. In fact, the mid-stroke support gave it a surprisingly playful attitude if/when I was looking to pop off or over obstacles in the trail. When ripping around on some lower-angle, smoother trails down the mountain, the bike felt more lively and energetic than its big travel and heavier weight might suggest.The Podium fork was amazing and a great spec choice for a bike like this. (photo/Josh Weinberg)Pivot chose to spec Foxs inverted Podium forks on both the Team and Pro builds, and I think that was a very wise decision. This was my first time riding the Podium, and I was absolutely blown away. I dont think Ive ever experienced a fork as supple and smooth, and it completely erased small bumps and soaked up bigger hits with composure and control.I found its performance particularly impressive given the relentlessly rocky terrain we were riding on. The fork also felt very well balanced with the rear suspension. Again, I have to give credit to the professionals, as the Fox technicians who were on hand had everything perfectly dialed. I dont know if my suspension has ever felt that good before.Fox recently started making the Podium fork in a Performance Elite (PE) version for OEM, and the Shuttle LT Pro is the only bike currently specced with it. Like other Fox forks, the difference between the Factory and PE versions is essentially just the coating on the stanchions. Kashima costs extra.BuildThe Shuttle LT Pro in its natural habitat. I wouldnt really change a thing about this build. (photo/Jeremy Benson)The rest of the build on the Shuttle LT Team came together very well on the trail, leaving me virtually nothing to complain about. SRAMs powerful Maven brakes are the obvious choice for a bike like this, and they did a fantastic job controlling its speed. I found the cockpit to be well-appointed with Pivots own carbon handlebars, enduro stem, and grips, and a 210mm Oneup V3 dropper. Pivot also included its new Ride E-Bike saddle, which features a convenient handle shaped into the shell at the tail. The Crankbrothers Synthesis DH wheels felt sturdy and up to the task, and the Continental Kryptotal Enduro casing tires are in line with the bikes intentions, even if they dont have the grippiest rubber. SRAMs XO Transmission drivetrain also worked swimmingly and gave me nothing to complain about. That derailleur took some serious hits and amazingly bounced right back every time.Of course, the $12,599 price tag is nothing to scoff at, but believe it or not, it is slightly less expensive than some similar bikes. When compared to a Santa Cruz Vala or the Yeti LTe with comparable builds, the Shuttle LT is just a little cheaper, despite the addition of the more expensive Podium fork and CX-Race motor. Take that for what you will, all of those bikes still cost over $12K.(photo/Josh Weinberg)RangeThe Bosch CX-R motor is very powerful, making it easier to burn through battery power more quickly. How quickly the battery is depleted is up to you, of course, so range estimates and claims are hard to make. I rode mostly in eMTB mode, 2nd out of 4 in the stock settings on the Race motor, and my battery consumption was roughly on par with my previous experiences with the standard Bosch CX motor. On three separate test rides, each around 18-19 miles with between 2,600 and 3,000 vertical feet of climbing, I finished with right around 40% battery each time. On my home terrain with customized modes, Im sure I could get at least 6,000 vertical feet on a charge and probably more, as I do with the Yeti LTe.Shuttle LT: AvailabilityI only have a handful of rides on the new Shuttle LT, but I think Pivot is achieving exactly what they set out to do. I can honestly say its one of the most fun and confidence-inspiring full-power eMTBs that Ive ridden. If youre interested, the new Pivot Shuttle LT is available now. Head to the Pivot website or your local Pivot dealer to learn more or pick one up for yourself.pivotcycles.comThe post First Look and First Rides: Pivots Updated Shuttle LT eMTB is a Full Power Trail Smasher appeared first on Bikerumor.

It's Tuesday so Callum is here, stewing over the cycling internet for your benefit

Everyone wants them, but few really need them: the big names with unmatched prestige. Shimano Dura-Ace Di2 and SRAM RED AXS represent the very best, ultra-light, ultra-refined, must-have groupsets on the market. On the other hand, the entry-level label often comes with the stigma of being second-best. But do you really need a top-tier groupset, or is a more affordable option perfectly sufficient?The RED logo on that sleek silverblack carbon crankset is undeniably lust-worthy, but do you really need it?Racers need them and amateurs want them, those prestigious components that define elite level bikes. But do we actually need them, or do the more affordable alternatives perform well enough to deliver on everyday rides, despite lacking that pro-level flair? Conveniently, SRAM have updated their road line-up, adding the Rival AXS to their wireless offering alongside the top-tier RED AXS groupset. Its designed to deliver electronic shifting performance that, just a few years ago, was reserved for flagship groupsets. Tempting stuff, right in the middle of that spectrum where many riders find themselves torn between being reasonable or giving into lust. So the question is: is the SRAM RED AXS really worth the hefty 3,205 premium over the Rival AXS, or are you mainly paying for prestige, bragging rights and marginal performance gains?The Hard Facts: How Do SRAM RED and Rival AXS Differ?We rode both groupsets, tested their shifting and braking performance, put them on the scales and compared them in everyday use. And it quickly became clear: the SRAM RED AXS and Rival AXS components are far harder to tell apart in real-world scenarios than the price gap would suggest. Starting with the ergonomics, the shape of the hoods is identical on both groupsets and feels instantly familiar and comfortable in your hands. The only difference lies in the texture of the rubber. Both systems allow you to adjust the reach, but only the RED AXS hoods offer an additional bite point adjustment for the brake levers. Its not essential, as the brakes perform flawlessly straight out of the box, but for riders who like to fine-tune every detail of their setup, that extra adjustment is a welcome bonus.Can you feel the difference? No? Were not surprised, because the hoods on both groupsets are virtually identical in terms of ergonomics.The controls are pleasantly familiar too. AXS is AXS: push the left lever to shift up, right to shift down, or press both levers at once to shift the front derailleur. The shifting logic is identical, and the tactile feel when changing gears is virtually indistinguishable between the two. The biggest hidden advantage of the SRAM RED controls is on the inside, literally. Here youll find extra buttons that can be freely assigned to different functions. For example, you can scroll through and control your head unit without taking your hands off the bars. Once youve used them, you wont want to ride without them. But does that justify a 3,000 price difference?The differences become much more noticeable across the rest of the components. Visually alone, the contrast is striking: RED boasts a polished silver-and-black finish that oozes exclusivity, while Rival sticks to a more understated matte black. Thanks to the use of carbon and titanium, RED components dont just look flashier, they feel more premium too. Nowhere is this clearer than on the crankset and chainrings. Its both the most eye-catching design element and the most obvious technical difference. The SRAM RED AXS groupset features lightweight carbon cranks, whereas the Rival AXS goes for a no-nonsense, understated look with chunky aluminium versions.Carbon and weight-saving design make the SRAM RED AXS components noticeably lighter than the Rival AXS in direct comparison.Subtle as it may be, the SRAM RED AXS branding stands out, and it definitely triggers that lust factor.When it comes to the drivetrain, the RED groupset takes things a step further. Depending on whether youre running a 1x or 2x setup, the optional power meter sits in the spider and can be swapped out accordingly, or comes fully integrated into the 1x chainring as the ultimate performance statement. Its an elegant solution, and for riders with serious performance goals, its the best option out there. The Rival power meter, on the other hand, measures from within the crank spindle and is therefore single-sided. Thats more than enough for everyday training, but if you want the most precise data possible, RED clearly has the edge. The rear derailleur and front mech on both groupsets follow the same basic design and logic, but RED trims additional weight with the use of carbon, titanium and more advanced manufacturing techniques.The Big Question of Weight and Where the Real Differences LieThe weight question can be broken down quite plainly: theres a 507 g difference between the wireless RED and Rival groupsets. That extra weight is spread across almost all components in the Rival offering, but two parts stand out: the crankset adds 263 g and the cassette another 109 g. These two offer the biggest tuning potential. If youre running Rival and looking to shed weight, upgrading the crankset, cassette and matching chain will claw back most of the difference. In total, you can save up to 372 g, which is the bulk of the gap. As a bonus, a matching chain noticeably sharpens shifting performance too, but more on that later. Still, lighter doesnt always mean better. Despite REDs focus on weight savings, the SRAM Paceline X brake rotors are actually slightly heavier than those on the Rival.SRAM RED AXSSRAM Rival AXSDifference between components (in g)ComponentsWeight in gComponentsWeight in gWeight in gCassette (10-36)229Cassette (10-36)338109Right Crankarm with Chainrings and PM (172,5 mm, 48/35 T)409Right Crankarm with Chainrings, no PM (172,5 mm, 48/35 T)47162Left Crankarm (172,5 mm)169Left Crankarm and PM (172,5 mm)370201Crankset complete (172,5 mm, Spider PM, 48/35T)578Crankset complete (172,5 mm, Spindel PM, 48/35 T)841263Rear Derailleur without Battery267Rear Derailleur without Battery30538Front Derailleur without Battery132Front Derailleur without Battery15523Hood singular192Hood singular21826Brake caliper front with adapter110Brake caliper front with adapter12111Brake caliper rear with adapter112Brake caliper rear with adapter12311Brake Hose front & rear300Brake Hose front & rear3000Chain and Chainlock (sized)227Chain and Chainlock (sized)23912AXS Battery (1)23AXS Battery (1)230Paceline X Rotor in 160 mm142Paceline Rotor in 160 mm136-6Total26693176507Out on the Road: How Big Are the Differences Between SRAM RED and Rival AXS Really?Out on the road, both groupsets perform flawlessly. Shifting is quick, reliable and quiet, and both systems feel intuitive and confidence-inspiring after just a short time in the saddle. Still, there are subtle differences that only become noticeable in direct comparison. The RED drivetrain shifts that little bit smoother, quieter and feels fractionally quicker. Its a small edge, but one that reflects the overall higher level of quality, with RED using a machined cassette for greater precision compared to the stamped steel parts found on its Rival AXS counterpart.When it comes to braking, the overall feel is very similar. Both offer ample, punchy stopping power with great modulation and predictability. But again, the finer details reveal themselves under pressure. RED brakes stay noticeably calmer and more consistent during long or hard braking efforts, thanks in large part to the rotors. The Paceline X version used with RED is more resistant to heat build-up compared to the standard Paceline rotors on the Rival. In terms of usability and digital features, its a dead heat. The SRAM AXS app, pairing process, and the ability to customise shift logic and button functions are identical across both groupsets.By upgrading the chain, cassette and crankset, from Rival AXS to RED AXS, you dont just shed 372 g, but also noticeably improve shifting performance.Performance Is All Well and Good but Who Are These Groupsets Actually For?From both a historical and technical standpoint, the SRAM Rival AXS offers everything that wouldve been considered top-tier just a few years ago: wireless, reliable, and fast. And unless you ride the two groupsets back-to-back, theres really nothing youll miss with Rival. RED, on the other hand, still has the upper hand in terms of innovation, performance, weight, and style.So the question isnt which groupset is better, its about what you actually need. No one should feel pushed toward SRAM RED AXS just because it promises the absolute maximum performance. Rival AXS delivers high-level wireless shifting, shares almost identical ergonomics, and with a smart upgrade to the crankset, cassette and chain, you can close the weight gap significantly while also gaining a noticeable bump in shifting precision. For training, gran fondos, fast Sunday rides, and even plenty of race scenarios, thats more than enough. So unless youre chasing marginal gains or building your dream bike purely for the prestige, theres little reason to blow your budget on those last few percent. Youd be far better off investing in quality wheels, tires or a proper bike fit.Of course, the Rival AXS components dont feel quite as premium as RED-level kit, but taken on their own, the groupset offers a clean and understated design.RED AXS pulls ahead when every gram and every watt matter, ultimate performance counts and every second is up for grabs. Or simply when premium materials and the all-out bling factor are part of the experience. If thats what youre paying for, RED delivers the best blend of low weight, sharp shifting, versatility and user-friendly features. Sitting between the two is SRAM Force AXS, the sensible middle ground. It offers a generous slice of RED-level performance and tech, at a far more realistic price point and with fewer compromises than Rival AXS.ConclusionAt the end of the day, both SRAM RED AXS and SRAM Rival AXS perform at a very high level. While theres a 3,205 price gap and 507 g difference on the scales, the two feel surprisingly close out on the road. Rival skimps on a few of the finer details and the final edge in performance, but still delivers excellent shifting. So the honest answer to our original question is this: no, you dont always need high-end components. But if you know exactly why you want those final few percent, and youre willing to pay for them, then RED AXS delivers precisely that.Der Beitrag SRAM RED AXS vs. Rival AXS: How Much Difference Do High-End Groupsets Really Make? erschien zuerst auf GRAN FONDO Cycling Magazine.