![]() ![]() A lot of riders prefer to know how to operate every individual component within their drivetrain, which is easier with a mechanical system. "There's a certain art to setting up your drivetrain manually to get this level of efficiency. "In this sense, as well as making a command – ie pushing the lever – you also operate the system by pulling or releasing a cable. "You can also get precise, fast and accurate shifting from Dura-Ace, Ultegra or 105 mechanical gears," says Shimano. Of course, you don’t need to make the switch to electronic shifting. You’ll get hundreds of miles between charges on every electronic shift system, and plenty of warning that you’re low on juice.Įven if the battery does go flat, you can manually put the chain into the gear you want and ride home singlespeed. That’s unlikely to happen unless you really don’t concentrate. One of the most frequent objections to going electronic is the possibility of running out of charge mid-ride. With electronic systems you can shift from one side of the cassette to the other when you press and hold the lever in. If you want to shift right across the cassette with a mechanical shift system, you need to press the lever more than once (different systems require different numbers of presses). In a race situation the reliability and the confidence it inspires can mean the difference between making a break or not." Quicker shifting You make a command and the system responds accurately every time. "The science behind it is truly incredible and also programmable to your specific shifting preference. "Dura-Ace or Ultegra Di2 electronic gear shifting moves the chain exactly where it needs to be through a programmed front or rear derailleur position," says Shimano. Read our SRAM Force eTap AXS Wide groupset review The bottom line is that you get excellent shifting even under load. The rear mech lets the front mech know that it needs to overshift more than it would if the chain was further outboard on one of the smaller sprockets. Say you have the chain on the small chainring and one of the larger sprockets and you want to change to the large chainring. The extent to which these two things happen depends on the sprocket that you’re in at the time. Doing things this way avoids the possibility of the chain coming off the inside of the small chainring. ![]() Then a fraction of a second later, once the chain is down on the inner ring, it moves a little further across. First, it shifts just enough to move the chain down. When you’re shifting from the big chainring to the small chainring, the cage moves inboard in two stages. ![]()
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