20123 Campagnolo TT EPS electronic shifting group brake levers and bar end shifters for triathletes and time trial

After introducing the EPS electronic shifting group late last year, Campagnolo has quickly added compatible TT/Triathlon bar end shifters and brake levers. The new items add push button shifting in aerodynamic packages and bring along a pair of new aero carbon cranksets, too.

Above, the shifter brake levers put the buttons on top and inside edges of a control box with a full carbon lever blade. Wiring and brake cable run through the center of the expansion wedge to keep everything cleanly run inside bullhorn bars and out of the wind. The brake levers have a quick release function to open the brakes for easier wheel changes. Weight is 109g for the pair.

20123 Campagnolo TT EPS electronic shifting group brake levers and bar end shifters for triathletes and time trial

The aero bar shift levers, like the brake shift levers and their traditional EPS levers, has a tactile click and lets you run through the entire cassette range simply by holding down the lever. In our experience, the learning curve for how long to hold the button for the desired number of gears is pretty quick. Campy says the tactile “click” minimized accidental shifts – we’ve found that to be true with the road levers, and it’s a nice touch. Levers return to center after being pushed. There’s a “Mode” button that allows you to make fine derailleur adjustments or set the zero (starting) position even while riding. Weight is just 98g for the pair.

20123 Campagnolo TT EPS electronic shifting group brake levers and bar end shifters for triathletes and time trial

All components in the group are waterproof, a good thing considering the intended triathlon usage. They’ll work with both the Record and Super Record 11 speed EPS derailleurs.

20123 Campagnolo TT EPS electronic shifting group brake levers and bar end shifters for triathletes and time trial

The TT DTI control box can receive simultaneous signals from both the brake/shift lever buttons and the bar end shifters. Signals are then relayed to the power unit. The RGB LED light displays different colors to indicate settings and battery power.

20123 Campagnolo TT aerodynamic Bullet and Bora carbon fiber cranksets for triathletes and time trial

To go along with the EPS bits, Campy brought out new Bora Ultra and Bullet Ultra carbon aero cranksets. Both use their XPSS chainring design with eight upshift ramp sections and two downshift sections. Thanks to the massive full carbon spiders on both, Campy says the chainrings are very stiff.

20123 Campagnolo TT aerodynamic Bullet carbon fiber cranksets for triathletes and time trial

The Bullet Ultra TT crankset has a full carbon spider and crank arm built around their PowerTorque spindle and bottom bracket. Weight is 815g, chainring combo options include 34/50, 36/52 and 39/53. Comes with USB ceramic bearings, crank arm lengths are 170, 172.5 and 175.

20123 Campagnolo TT aerodynamic Bora carbon fiber cranksets for triathletes and time trial

The Bora Ultra gets several upgrades over the Bullet: Ultra-Hollow Tech carbon spider and crank arms, CULT ceramic bearings with their Cronitect steel bearing facings, and the Ultra-Torque spindle and bottom bracket. It also gets a titanium axle and screws. Weight is 795g, a 30 gram savings over the Bullet Ultra. Chainring combos grow, with 39/53, 42/54 and 42/55 on offer. Same crank arm lengths.

Pricing and availability coming.


  1. Alex on

    @Uri – 50/34 for TT/tri is actually really useful – a 50×11 gear pedalled at 110rpm is 65kph. How often are you really going to spin that out? For age groupers, especially in triathlon, having the low end for the rolling climbs without having to shift from the big ring is really useful.

  2. Chris on

    Uri: how long can you push a 53×11 for on flat ground? I’m guessing not very long. A 50 tooth ring is much more sensible for anyone who isn’t an elite athlete (in other words 99% of all triathletes and cyclists). I think people who think they need the same gearing as the pros are completely delusional. What’s the point of having a 10 or 11 speed cassette if you hardly ever use the first 3 cogs because your big ring is too big? Also nice because it allows you to stay in the big ring when going over rollers. I do agree the 34 is awfully low for triathlons/time trials. A 39 or 42 would make more sense for most courses. Of course with an 11 speed cassette you could just ditch the second ring entirely and use a wider range cassette, especially on flatter courses.

  3. Dude on

    Really? Train more and quit being a TRY athlete. If you spent as much time training on the bike as you did in your runs, a 53/11 would be just fine.

  4. Uri on

    I’ve got no beef with lower gears, but I use my 53×11 quite a bit, especially on longer descents, on my TT bike and my road bike. Maybe I should spin faster, but I like it.

    Maybe I’m missing the point, but since this is a stiffness/aero minded crank, it seems like it’s intended for people who can push big gears to begin with, though that could be why the pro-level Bora only comes in big ring configurations.

    I do actually like Chris’s single ring with a wide range cassette idea. It seems like it would make for a bigger aero advantage, and save weight and mechanical complexity. Though on anything but a climbing heavy course, I’d pick a 53 with an 11×28.

  5. windmills on

    Talking about gear ratios – it’s not really the Biggest Gear You Can Get that should determine what crank you use. I personally like the 53 big ring so I spend more time in the middle of the cassette – easier to to dose your power and stay in a narrow cadence range – especially nice with 11S where the gear ratios are closer together. the middle of the cassette has smaller ratio jumps (15 to 14 cog is a smaller jump than 12 to 11 cog). If you have a compact on faster TT courses, you are spending all the time in the bottom of the cassette where the jumps are bigger. I understand where they are coming from for triathlon where those guys do long courses with hills which would make sense for those big ranges (11×28)… for TT – I like a closer ratio like 11 or 12 X 25. Maybe that’s just because most of the TTs I do are short and relatively flat…

  6. Biikkee on

    Would have figured Italians would have made better looking crank. However it does look functionally stiff. Wonder how aero it is w/ it’s square shape. Wind tunnel testing figures would be good to see.

  7. greg on

    it’s the rebirth of the Zipp VumaChrono! pleasantly surprised at campy for coming out with this.
    the wires entering the shifters and brake levers from within the bar is sooo much better than shimano’s way.
    the crank uses campy’s Power Torque connection method, not Ultra Torque. you can tell because the center of the arms say so, and the left arm is splined. odd, since power torque was normally reserved for their cheaper stuff. crank change across the board for 2013?

  8. Uri on


    The Bullet (the cheaper one) is Power-Torque, the Bora (the expensive one) is Ultra-Torque. I’m hoping they just use hidden bolts in a conventional bolt circle rather than something proprietary like the VumaChrono.

  9. arlo on

    all I want is sprint buttons and i will start saving (the good thing is by the time I can aford eps it will cheaper and a better version like my 2012 record mmm)

  10. Inspector Gadget on

    Why in god’s name is the brake-shift lever so gigantic and ugly? It’s a pivot and two switches, why is it so big?

  11. cufatori on

    yea, why? maybe they would be ashamed to charge a premium price for something barely visible, SO- MAKE IT BIG-AND CHARGE BIG!!


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