sram resultat 1er tour

Système des trois tours du SRAM

Le système des trois tours du  Service régional d’admission du Montréal métropolitain  (SRAM) permet de gérer efficacement les demandes d'admission tout en assurant, au plus grand nombre possible de candidats, une place au cégep. Notez que la session d'automne comporte trois tours et la session d'hiver deux tours.

• Vous ne devez faire qu’un seul choix de programme et de cégep au 1er tour.
• Les candidats refusés au 1er tour doivent consulter le www.sram.qc.ca pour connaître les places disponibles pour un deuxième choix de programme et de cégep au 2e tour.
• Les candidats refusés au 2e tour  doivent consulter le www.sram.qc.ca pour connaître les places disponibles pour un troisième choix de programme et de cégep au 3e tour.
• Au 2e et au 3e tour, le candidat n'a pas à reconstituer un dossier ni à verser de nouveau les frais reliés à la demande d'admission. Le nouveau choix se fait par Internet.
• Entre chaque tour, il y a du temps pour réfléchir et consulter.

Échéancier de la session d'automne

1er mars : date limite pour présenter une demande d'admission au SRAM. Chaque candidat ne fait qu'une seule demande; cette demande doit être complète et doit parvenir au SRAM dans les délais requis. Il faut être vigilant. Une demande qui parvient au SRAM après la date limite d'un tour est intégrée au tour suivant. Dans un tel cas, les chances d'admission du candidat s'amenuisent, les places disponibles se raréfiant.

Mi-avril : les candidats reçoivent une réponse à leur premier choix de programme et de cégep. Les candidats admis reçoivent du cégep l'avis d'admission et les directives pour les démarches ultérieures. Les candidats refusés doivent consulter le www.sram.qc.ca  pour connaître les places disponibles pour un deuxième choix de programme et de cégep au 2e tour, et devront informer le SRAM de leur choix par Internet.

Mi-mai :les candidats ayant participé au 2e tour reçoivent une réponse à leur choix. Les candidats admis reçoivent du cégep l'avis d'admission et les directives pour les démarches ultérieures. Les candidats refusés doivent consulter le  www.sram.qc.ca pour connaître les places disponibles  pour établir pour un troisième choix de programme et de cégep au 3e tour, et devront informer le SRAM de leur choix par Internet.

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SRAM brings 1x to the road with new Force 1 and Rival 1 groupsets

Claimed better reliability and simpler operation for road, CX, gravel, fitness, and adventure riders

This article originally appeared on BikeRadar

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SRAM's single-ring drivetrain campaign is now in its final front with the launch of the new Force 1 and Rival 1 groupsets. Aimed at road, cyclocross, gravel, and adventure riders – as well as triathletes – SRAM says the new groupsets' one-handed, sequential shifter operation will be more reliable, simpler to use, and more elegant than conventional two-ring drivetrains while still offering sufficient range for most users.

The new Force 1 and Rival 1 groupsets are essentially slight variations of the current two-chainring Force 22 and Rival 22 groups with the only modifications coming from the rear derailleur and chainrings. The crankarms and spiders are carried over (albeit with different graphics), and the left-hand DoubleTap levers are identical to their 2x cousins aside from the removed shifter internals. As before, there will be lever options for the same cable actuated and hydraulic brakes.

The Rival 1 bits are all new but to reflect the groupset's newly broadened target audience, Force 1 just has a new official description; it's the same as the Force CX1 group that SRAM debuted last year. Functionally, Rival 1 and Force 1 are identical but the former will be slightly heavier thanks to a few material differences such as aluminium rather than carbon fibre brake and shift lever blades. The cranks will also be substantially heavier given the solid-forged aluminium instead of carbon fibre arms, and Force 1 will have a wider range of chainring options.

The new Force 1 and Rival 1 rear derailleurs are both heavily based on the XX1/X01/X1 mountain bike changers with the majority of the pieces essentially shared between them, such as the straight-parallelogram body, the 12-tooth narrow-wide pulleys, and the hugely offset upper pulley required to properly track wide-range cassettes. The medium-length cage option will handle up to a 36-tooth cassette sprocket while the long-cage one will accommodate SRAM's ultra-wide 10-42T clusters. In either case, the cable pulley used on the mountain bike rear derailleurs has been replaced with a barrel adjuster and the housing entry point has been modified to better work with typical road frame cable routing.

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The SRAM Force 1 rear derailleur is identical to last year's Force CX1 unit but with updated graphics to reflect its newly broadened intended usages

Up front, the X-Sync chainrings use the same alternating narrow-wide tooth profiles as on the mountain bike groups to ensure reliable chain retention but with four new sizes to accommodate the anticipated higher speeds: 48T and 50T to fit standard compact five-arm 110mm BCD spiders; and 52T and 54T chainrings for standard five-arm 130mm BCD ones. All of those new sizes will do without the additional mud-shedding ramps used on existing 110mm BCD Force CX1 38T, 40T, 42T, 44T, and 46T chainrings since they likely won't be needed.

There will also be a new 11-speed right-only trigger shifter and a lower-priced solid-forged aluminium crankset for the fitness market.

There will be a whole bunch of new X-Sync chainring sizes, from 38 all the way to 54 teeth

Be warned that all of the omitted hardware won't jettison a huge amount of weight if you want to make the switch to 1x. The rear derailleur is quite heavy and the bigger cassettes, naturally, weigh more than their typical road counterparts. We measured a loss of just 47g when switching from a Force 22 drivetrain with 50/34T chainrings and an 11-28T cassette to a Force 1 setup with a 44T ring and 11-36T cluster. Upgrading to the ultralight (but ultra-expensive) XX1 10-42T cassette, however, would shed another 100g or so.

Those omitted parts do, however, greatly reduce the retail prices for complete groupsets.

Choosing Force 1 over Force 22 won't save a ton of weight but it does save a whole lot of money

Who it's for

From the outside, SRAM sure doesn't seem particularly fond of front derailleurs. The XX and Apex WiFLi 2x10 groups effectively killed three-ring drivetrains a few years ago and even two-ring drivetrains are becoming passé in trail/enduro and CX circles thanks to XX1 and Force CX1.

That said, SRAM product manager JP McCarthy is quick to point out that the introduction of Force 1 and Rival 1 does not mean that the company is abandoning conventional two-ring road drivetrains, nor does it think that 1x will work for everyone.

Instead, he says that the new 1x road groups merely presents another option that will particularly cater to certain niches, such as adventure riders and gravel racers who are looking to simplify their drivetrains and minimize the chance of mechanical failures, fitness riders who can benefit from a more intuitive one-handed sequential transmission, and anyone else who doesn't necessarily need the full range that a 2x drivetrain offers, such as cyclocross racers, triathletes, criterium racers, and even everyday enthusiast road riders who live in flatter areas.

The new SRAM 1x groups will obviously appeal to gravel and adventure racers looking to simplify their drivetrains but there will likely be uptake in lots of other categories, too

We've also already discovered that the new Force 1 drivetrain also makes it quicker and easier to disassemble and reassemble travel bikes.

"We're not saying that a 1x drivetrain replaces a 2x," McCarthy said. "It makes riding simpler and more pleasant."

The clutched rear derailleur will also greatly diminish chain slap, and although this hasn't been tested yet, SRAM surmises that the simplified drivetrain might prove to be a little more aerodynamic, too – particular if a frame tab can be removed from the seat tube.

Force 1 and Rival 1 may have limited appeal to traditional road riders, though, especially ones who regularly ride on highly variable terrain or are sensitive to big changes in pedalling cadence.

Compared with a conventional 2x11 drivetrain with 50/34T chainrings and an 11-28T cassette, a 1x road setup with a 44T chainring and 11-36T cassette will provide the same lowest gear ratio for climbing but you'll effectively lose the two highest ones. Conversely, switching to a 50T chainring and one of SRAM's massive 10-42T cassettes (which, it should be noted, requires a special XD driver body) will also yield the same lowest gear but will actually provide slightly more range, but at the expense of some rather large ratio jumps from sprocket to sprocket.

No matter what cassette and chainring combination you go with, there's bound to be some sort of compromise made compared with a 2x system

How it rides

We first sampled the new Force 1 drivetrain on a rather hilly ride in California's central coast region over a mix of decidedly broken pavement and rain-soaked dirt roads that were littered with wheel-swallowing soft spots and deep ruts. We've since installed a production Force 1 drivetrain and have ridden it another two times, primarily on tarmac. So far, we've been using a 11-36T cassette throughout but a mix of 40T and 44T chainrings.

We've already put quite a bit of time in on Force 1 both on a mixed-terrain ride in California and on a regular road bike back in Colorado. So far, so good

Overall, our impressions are generally favourable. Rear shift quality is on par with what we usually expect from SRAM, which is to say very snappy and precise (if a bit loud). Up front, however, the X-Sync chainring seems eerily positive with a more 'connected' feel under power. Between the improved chainring-chain engagement and the clutched rear derailleur, the drivetrain is also gloriously quiet.

The bigger ratio jumps between each cassette sprocket don't disrupt the pedalling cadence as much as expected; rarely did it seem like one gear was too big and the next one too small. It was impossible to overlook the missing range, however. We've spent the most time so far on a 44T chainring, which closely replicates a 34-28T combination for climbing but the 44-11T combination of the 1x setup had us spinning out at just 60km/h (37mph).

You'll want to choose your gear ratios wisely

It's also a little disappointing that each chainring attaches with the usual assortment of male and female bolts, plus an extra set of spacers. We would have much rather preferred that SRAM had created a dedicated 1x spider with built-in threads like on its 1x mountain bike cranks; as it is, there are far too many little bits to juggle. In fairness, this will only be an issue if you anticipate swapping chainrings regularly.

Nevertheless, we plan on spending more time on our production test setup in the coming weeks and months so we'll have a full review soon.

Why it matters

Regardless of what you might personally think of the 1x road drivetrain idea right now, you can rest assured that you're about to see a whole lot of it next year. According to SRAM, Rival 1 and/or Force 1 will be used as original equipment by Trek, Specialized, Focus, Felt, Santa Cruz, Scott, Whyte, Kona, Merida, Niner, Norco, Raleigh, Ridley, Salsa, Bergamont, BH, BMC, Cannondale, Devinci, Diamondback, Eddy Merckx, Foundry, Fuji, Genesis, Haibike, Redline, Votec and at least 10 other brands – essentially everyone.

According to McCarthy, adventure and gravel riders are expected to be the most eager early adopters.

"This was the loudest request from bicycle product managers," he said. "What was really asked of us was to have a much wider range. For adventure bikes, it's one less part to potentially fail. These riders really want to keep their drivetrains as simple as possible."

We also anticipate that SRAM's new 1x drivetrains will be hugely appealing to the fitness and casual crowd given the highly intuitive nature of the single shifter. As any shop employee can attest, it's no easy matter explaining how to use a multiple-chainring drivetrain to someone that's never used it before. In contrast, it couldn't be more straightforward to teach someone how to operate the new SRAM 1x systems, at least when using the new flat-bar trigger: just push one lever for a harder gear, and the other lever for an easier one.

It's way easier to teach a new rider how to shift when there's just one lever for harder gears and another one for easier ones

Time will tell just how widely SRAM's new 1x groups will be adopted but even if they were to have no other effect than to make bikes seem less intimidating to newcomers, that would still be a very good thing.

Rival 1 and Force 1 parts should being trickling into shops starting in June with full availability expected in August.

SRAM Force 1 claimed weights and retail prices:

• Force 1 hydraulic groupset, complete: US$1,475 / £1,180 / €1,539 (GXP crankset)
• Force 1 mechanical groupset, complete: US$1,110 / £888 / €1,158 (GXP crankset)
• Force 1 hydraulic left brake lever: 431g; US$315 / £252 / €329 (including lever, caliper, hose, and rotor)
• Force 1 hydraulic right brake/shift lever: 447g; US$375 / £300 / €391 (including lever, caliper, hose, and rotor)
• Force 1 mechanical left brake lever: 119g; US$87 / £70 / €91
• Force 1 mechanical right brake/shift lever: 158g; US$190 / £152 / €198
• Force 1 rear derailleur: 261g (mid-cage); US$231 / £185 / €241
• Force 1 crankset, BB30: 542g (172.5mm, 42T); US$240-322 / £192-258 / €250-336
• Force 1 crankset, GXP: 710g (172.5mm, 42T); US$201-284 / £161-227 / €210-296
• Force 1 chainrings: 70-156g / US$82-99 / £66-79 / €86-103
• PG-1170 cassette: 366g (11-36T); US$100 / £80 / €104
• PC-1170 chain: 256g; US$46 / £37 / €48

SRAM Rival 1 claimed weight and retail prices:

• Rival 1 hydraulic groupset, complete: US$1,153 / £922 / €1,203 (GXP crankset)
• Rival 1 mechanical groupset, complete: US$688 / £551 / €718 (GXP crankset)
• Rival 1 hydraulic left brake lever: 442g; US$284 / £227 / €296 (including lever, caliper, hose, and rotor)
• Rival 1 hydraulic right brake/shift lever: 458g; US$355 / £284 / €370 (including lever, caliper, hose, and rotor)
• Rival 1 mechanical left brake lever: 130g; US$55 / £44 / €57
• Rival 1 mechanical right brake/shift lever: 169g; US$123 / £98 / €128
• Rival 1 rear derailleur: 267g (mid-cage); US$119 / £95 / €124
• Rival 1 crankset, BB30: 806g (172.5mm, 42T); US$188-196 / £150-157 / €196-205
• Rival 1 crankset, GXP: 811g (172.5mm, 42T); US$176 / £141 / €184
• Rival 1 chainrings: 72-147g / US$89 / £71 / €93
• PG-1130 cassette: 423g (11-36T); US$71 / £57 / €74
• PC-1130 chain: 270g; US$24 / £19 / €25

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Jonas Vingegaard uses 1x gearing for Tour de France opening stages

First Published Jul 3, 2023

Jonas Vingegaard and his Jumbo-Visma teammate Wout van Aert have used SRAM 1x (single chainring) setups for the opening stages of this year’s Tour de France, the defending champion having used the same system during  the recent Critérium du Dauphiné, a race that he won.

Jumbo-Visma switched from Shimano to SRAM groupsets at the start of the year, and SRAM says that the decision to run 1x is entirely down to the team and riders rather than commercial considerations.

This pic and lead pic: © Zac WiLLIAMS SWpix.com (t-a Photography Hub Ltd)

“We don’t push Jumbo to use 1x gearing and there is no marketing around this, although it helps a lot, of course,” says SRAM’s Marie Didier. “The riders have the tools at their disposal, then they do what they want. They control what they do and we couldn’t impose them to use a product if we wanted to.”

🇫🇷 #TDF2023tr Jonas back in the front of the bunch. 👊 𝙁𝙪𝙡𝙡 𝙨𝙥𝙚𝙚𝙙 towards the Jaizkibel, the final climb of the day. ⏱️ 1'15" 🏁 23 km pic.twitter.com/3uCi5qhoMy — Team Jumbo-Visma cycling (@JumboVismaRoad) July 2, 2023

We showed you last week how Jumbo-Visma use Wolf Tooth LoneWolf Aero chainguides on their road and time trial bikes to help keep the chain in place without a front derailleur.

> Running 1x? Wolf Tooth introduces LoneWolf Aero chainguide to avoid a dropped chain 

The World Tour has long threatened to turn to 1x (or single chainring) gearing set-ups... but is 2023 the year that it finally takes hold?

Earlier in the season Victor Campenaerts used a single chainring system from Classified, and a few weeks ago Primoz Roglic used a gravel groupset on the final stage of the Giro. With Jonas Vingegaard and Wout van Aert – two of cycling's biggest names –  now using 1x,  has it (once again) become a choice too popular for us amateur roadies to ignore?

Is history repeating itself?

Before we take a look at Vingegaard's bike that we spotted this week at the Critérium du Dauphiné, let's cast our minds back to the last time that the pro teams made a concerted effort to ditch the little ring. Some of you might remember it wasn’t exactly a huge success!

> Should you run a 1x set-up on your road bike? 

It was of course the Aqua Blue team five years ago that hit the limelight, often for all the wrong reasons , whilst riding their 3T Strada bikes that could only run 1x set-ups. 

The Strada (which is now available with a front mech), promised aero benefits thanks to the lack of front mech mount. However, the SRAM groupsets with 3T cassettes caused an almighty Twitter storm when Rick Delaney, the team owner no less, posted: "This lab rat thing is costing us results". This was following a shipped chain by one of his riders in the Tour de Suisse breakaway.

The here (and the now)

Fast forward a few years, and our next significant development in 1x setups being used for road stages was the Classified system on the bike of Victor Campenaerts at the Omloop Het Nieuwsblad classic. 

As you might have heard by now, the Classified system ditches the front mech in favour of a special rear hub with a reduction gear inside. It’s tech that thoroughly impressed us, so much so that it won our "Money No Object" component of the year in 2022.

Since then loads of wheel manufacturers clearly also see a future with Classified in it, and the likes of Hunt, Parcours, Enve, DT Swiss, Mavic and Reynolds, to name just a few, are now on board.

> Review: Classified Powershift Kit & Wheelset

As good as the Classified system is it does still have its cons, especially in the pro peloton. No, we’re not talking about Campenaerts having to walk up the Muur on his 62-tooth chainring setup, but rather wheel changes. Unless everyone chose to use it, which seems unlikely, then spare wheels won’t have the required tech hiding inside.

Oh, and it’s also questionable how much lighter the system actually is. This then raises the question of if it's actually worth ditching the tried and tested front mech.

1x looking pretty in pink!

> Check out Primož Roglič’s Giro-winning Cervelo S5

Arguably 1x’s biggest success in the pro peloton was just a few weeks ago, when Roglic used his SRAM XPLR-equipped Cervelo R5 to climb his way into pink at the Giro, winning the stage by a whopping 40 seconds. 

However, the supposed benefits of a 1x system, such as the weight saving, potential aero benefit and better chain line, were overshadowed somewhat by a chain drop on the steepest section of the course, resulting in a push by Roglic's ex-ski jumping teammate .

Roglic’s setup used SRAM’s gravel XPLR XG-1271 cassette paired with a Red AXS XPLR rear mech to give him some absolutely tiny gears; the 40T chainring upfront and 10-44t gearing at the back resulted in a sub 1:1 gear ratio which certainly kept the eventual Giro winner spinning even on the multiple sections over 22%.

The end of the road for 1x?

> BMC prototype aero superbike spotted at Dauphine

So after that, did Jumbo–Visma decide that enough was enough? Well, no! In fact, it would appear that the Dutch team has doubled down on single chainrings.

Vingegaard used a 1x setup on two stages of the Dauphiné and in both of the first two stages of this year's Tour de France. 

Our shots from the Dauphiné showed Vingegaard using a 50T aero SRAM front chainring paired with a 10-33T SRAM Red cassette.

> All the gear? Check out the gearing choices of the pros

Jumbo–Visma clearly reckons the gearing is sufficient for at least some stages of the Tour de France, and the first couple of days have hardly been flat. 

The biggest gear that this 50x10 gear combo gives is equivalent to using a 55x11, which seems like more than enough for a rider that rarely contests the sprints.

At the lower end, the 50x33 combo gives a gear ratio of just 1.51 although reports say that Vingegaard has also used a 10-36T cassette.

The benefits of 1x

> Lightweight v aero: which is best?

As we mentioned earlier, a 1x setup does bring plenty of benefits, especially to pro teams looking for every marginal gain. For example, there’s the potential aero benefit of removing the front mech and, in Jumbo-Visma's case, replacing it with a Wolf Tooth Lone Wolf Aero chainguide. For me or you this would probably be negligible, but for the pros who spend most of their races averaging more than 40kph, small changes can result in small savings.

In addition SRAM says you can also achieve a better chain line, which might offer better efficiency than a more traditional 2x setup.

They say every pro has a con and that is most likely the case here as it will mean that when not climbing, more time will also be spent down in that 10T cog. The smaller the sprocket, the greater the drivetrain losses. You win some, you lose some...

> 8 cheap ways to get a lighter bike — save a kilo or more

Of course, the main reason we suspect Vingegaard has opted to use this set-up is weight.

Not only can you get rid of the front mech, which is 170g including the battery, but you also lose the inner chainring which is another 40g or so. A SRAM spokesperson told us that this means Vingegaard can race on an aero bike (Cervelo S5) that weighs similar to his climbing bike (Cervelo R5). 

That ain’t right

One other feature of Vingegaard's bike caught our attention at the Dauphiné and that’s the shifters.

Whilst the rest of the team rides around on the taller current generation Red AXS hoods, Vingegaard’s bike has shifters that resemble the later Rival or Force AXS with a much lower profile.

Could these be shifters off a new generation of Red groupset ? We wouldn’t mind betting that the new Red groupset will indeed follow this design language, but the larger shifter buttons lead us to believe that these are just modified Force levers with fancy graphics and perhaps a few internal weight savings.

Is 2023 the year that 1x rules the peloton?

With Vingegaard and Van Aert using it at the Tour de France, 1x's profile has already been boosted. Like it or not, 1x has become a feature of road racing, and perhaps it's here to stay this time. The dawn of 12-speed groupsets has meant that 1x is inevitable, as gear jumps get smaller whilst still providing pro riders with just about enough range.

That said, don't expect every pro rider to be jumping ship from the double chainset. We expect to see 1x being used more often but certainly not on every stage. Yet...

Let us know if you’d consider a 1x road bike down in the comments section below

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Jamie has been riding bikes since a tender age but really caught the bug for racing and reviewing whilst  studying towards a master's in Mechanical engineering  at Swansea University. Having graduated, he decided he really quite liked working with bikes and is now a full-time addition to the road.cc team. When not writing about tech news or working on the Youtube channel, you can still find him racing local crits trying to cling on to his cat 2 licence...and missing every break going...

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49 comments.

For me, the best thing about 1x is no front shifts, which feel awkward in comparison to rear shifts

They are especially annoying on a compact when they seem like the equivalent of ~3 rear shifts, so you have to shift up at the front, and down at the back, to get where you want to be. 

Also, the only times I have dropped a chain from shifting it has been during a front shift. That might be user/maintenance related however.

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The 1x "test" in racing has my interest peaked.  I don't miss the 3x of the past at all (on some of my older bikes) and am not really all that fond of 2x either.  It seems I always need to do a front shift at the worst time, which is on a hill.  Not only would it be nice to not have a front shifter ever, but fewer components means more reliability. 

While I'm not a racer, I figure if someone can stay competitive or win a major race on a 1x, then perhaps the issue of the "jump in gears" that has kept me from gonig 1x is more of an issue in my head than a real problem.

Quote: Earlier in the season Victor Campenaerts used a single chainring system from Classified,

How desperate IS road.cc to punt over-priced new tech exactly? Desperate enough to ignore the fact that the Classified system is specifically designed to replicate the function and range of a 2x system, albeit in an especially expensive and over-complicated package?

Road bike tech has seriously jumped the shark in recent years, law of diminishing returns in full effect 🙄

IanEdward wrote: How desperate IS road.cc to punt over-priced new tech exactly? Desperate enough to ignore the fact that the Classified system is specifically designed to replicate the function and range of a 2x system, albeit in an especially expensive and over-complicated package?

Where have they claimed that it's not? It may be designed to replicate a 2x system (and I agree with you that it is ridiculously pricey and probably unnecessary) but it's still a 1x system, however complex the other end of it is.

Yeah, fair enough, I was reading too much into the context and just felt it was a bit of a tenuous example of '1x' given the significant addition of the 2x hub 😂

 "As it happens, his spare bike is set up with a cassette with far larger sprockets, the same 10-33T cassette in fact"

This article would benefit from the attention of an editor. 

There's a lot of hate on 1x, and the bike industry definitely wants to sell us more stuff, but to me personally, 1x on the road solves a real problem.

I live in a rather flat area, is in moderate shape and doesn't ride competitively.

My road bike setup is SRAM Rival AXS with a 40T chainring and a 10-28T cassette, keeping the crucial 16T. That's sufficient range in most situations, while still having close gaps between sprockets. On downhills I have reached 72+ km/h (albeit with high cadence) and around 57+ km/h on the flats, while being able to climb (shorter) hills of 8-10%. Essentially wanting a higher gear to go faster is pure vanity, not a real need, if I analyse my shift data.

I have ditched the SRAM front derailleur since it was quite unreliable with multiple chain drops and was overly sensitive to correct adjustment. (Shimano is probably better in this regard). Also, I really like the simplicity of one button for harder gear, another for easier. Less cognitive overhead, not having to constantly wonder whether you should switch to the other chainring... And there's a little less weight and fewer parts to maintain and potentially fail. I have not yet had a single chaindrop on the 1x setup. Furthermore, with double chainsets, we don't get the perfect middle ground 40T chainring as I have - it's either in the 30's or in the higher 40's or 50's.

So, my point being, for some (myself included) the front derailleur is unnecessary complexity - but it's probably not for everyone, in every situation and terrain.

Happy riding 🤗

agi42 wrote: There's a lot of hate on 1x

It's not hate, people just resent being coerced into using something they don't want.

agi42 wrote: to me personally, 1x on the road solves a real problem. I live in a rather flat area

You might live somewhere flat or you might ride the trans-Pyrenees or whatever 5 times a week. Your choice of drivetrain is perfectly fine - for you, though I'm struggling to understand the 'problem'. Was 1x recommended by a psychiatrist? /s

FWIW i have just ridden the Raid Pyrenees on  Vielo V+1 with a 1x, 42 on the front and a 10-44 on the back. Long hard days for this old man and i wish i had put the 40 on the front but that aside i never once missed the gearing or ratio's on my old Di2 22 speed Scott addict. I would not coerce anyone to ride anything-not my style. Just get what works for you.

I want to ditch the front derailleaur in theory, but reality keeps me on a 2x for the mildly hilly terain I ride daily.   Using an online gear calculator tool, I've found the gaps between gears are just too big on the available 1x11 gearing available for the Ultegra groupset I have.  Perhaps if 1x13 becomes the standard on road bikes, then I'll reconsider a 1x setup when the gaps aren't so big.

Bicycle Gear Calculator (gear-calculator.com)

I purchased an Orbea Terra H30 1x last summer as my winter bike. I changed wheels to a reasonabley priced carbon set, and added GP5000's in a 32. Slight change to gearing with a 42 front chain ring. It's now my go to bike for training, riding the pot-holes of London, no real negative on gearing just weight being an alumininium frame versus my super light carbon BMC Roadmachine. Without doubt my next road bike will be 1x!

Making "better chain line" an advantage of 1x over 2x is simplistic bollocks. You can claim that for 2x or 3x system as well. As well as the opposite. It all depends on the particular ring/cog combination that is being used.

Amen brother 

Plus can we just acknowledge what an abomination those massive cassettes are?

From an engineering perspective I just feel it's lazy, let's just add MOAR cogs and BIGGER cogs until it works, make our road bikes look like MTBs with £300 derailleurs scraping the tarmac to achieve sufficient chain length for chainring sized sprockets 😂

IanEdward wrote: Plus can we just acknowledge what an abomination those massive cassettes are? From an engineering perspective I just feel it's lazy, let's just add MOAR cogs and BIGGER cogs until it works, make our road bikes look like MTBs with £300 derailleurs scraping the tarmac to achieve sufficient chain length for chainring sized sprockets 😂

+1!  For me, with a double chainring, you are more likely to have the right gear more of the time.  My Ultegra front mech rarely ever goes wrong; sometimes when the chain drops off the front, the front mech can bring it back barely slowing down.  Mechanically it is simpler to have one ring and no mech or shifter, but for the user it's just a case of fine tuning with the cassette, bigger changes with the front mech, not complicated in the least.

IanEdward wrote: From an engineering perspective I just feel it's lazy, let's just add MOAR cogs and BIGGER cogs until it works, make our road bikes look like MTBs with £300 derailleurs scraping the tarmac to achieve sufficient chain length for chainring sized sprockets 😂

You've said engineering then proceeded to talk entirely about the looks of the thing.

Form follows function - remember?

1x will typicall hav 10-44 so 34 teeth to compenstae for between extremes

2x will have 11-32 at the rear and 34-50 at the front, so the chain differenmce is 37 teeth to compensate for.

chain length does not impact on rear derailleur 

Hmm... I agree that chain length alone perhaps does not impact rear derailleur length, but big cassettes and 1x setups certainly appear to.

I've set my 1x CX bike up as per Shimano compatibility charts, which required the longest GRX rear mech to accommodate the 11-42 cassette (I say CX bike, it started life as a gravel bike). However the actual chain length difference is less than that of my 2x road bike with a short cage Ultegra. So why would Shimano suggest the longer, flappier and more prone to trail-side shrubbery long cage mech specifically for off-road duties?

Lets be fair, if the pros started riding with a carrot stuck up their arses and claimed it was better, a certain part of the cycling community would copy them and use conformation bias to support their belief.

The groupset producers have a lot of overpriced kit to shift and the pros are travelling billboards.

Personally I left 1x behind in the 70's, but for some it will be new and will want to copy the pros and if that's what floats your boat then go for it, but don't kid youself it is better.

"Lets be fair, if the pros started riding with a carrot stuck up their arses and claimed it was better"

It needs to go in thick end first, otherwise all the aero benefits are lost. 

Quote: Like it or not, 1x is coming to the road, and perhaps for good this time.

And there is everything that's wrong with the bike industry in one sentence 🙄

Don't like discs? Tough, soon you won't be able to buy anything else, and by the way they'll cost you more and they weigh more and aren't compatible with any of your existing kit.

Don't like electric gears? Tough (see above)

Don't like 1x. Tough, it's coming.

Speaking as a man who likes 'nice' kit and is trying to keep a perfectly serviceable rim brake/mechanical geared bike running as parts wear out etc. the industry is definitely 'geared' towards just replacing bikes wholesale with whatever latest expensive new technology manufacturers are trying to punt.

"Arguably 1x’s biggest success in the pro peloton was just a few weeks ago, when Roglic used his SRAM XPLR-equipped Cervelo R5 to climb his way into pink at the Giro, winning the stage by a whopping 40 seconds. "

You cannot possibly know that.  It was the last day of racing in a very tough tour, Primoz and his team had sat behind (a dwindling) Ineos team for almost all the previous 3 weeks, and let Ineos do the bulk of the work.  Better teams tactics won the Giro. 

And as far as I remember, Primoz was the ONLY rider to lose his chain on that climb.

Daveyraveygravey wrote: "Arguably 1x’s biggest success in the pro peloton was just a few weeks ago, when Roglic used his SRAM XPLR-equipped Cervelo R5 to climb his way into pink at the Giro, winning the stage by a whopping 40 seconds. " You cannot possibly know that.  It was the last day of racing in a very tough tour, Primoz and his team had sat behind (a dwindling) Ineos team for almost all the previous 3 weeks, and let Ineos do the bulk of the work.  Better teams tactics won the Giro.  And as far as I remember, Primoz was the ONLY rider to lose his chain on that climb.

nothing in the quote suggests that the success was due to 1x, only that it was the biggest success by a riding riding 1x

Also, it feels like all the focus was on the fact that he was using a 1x system, when the significant factor in terms of his ride was that he went for an ultra low (lower that 1:1) bottom gear ratio, so he could get up a very steep climb at a high cadence.  That would be equally deliverable with a 2x system.

The concesus of opinion is that he was running a 44t chainring with a 10-44 cassette, giving a 1:1 ratio in bottom gear, exactly the same as can be achieved with a modern 2x system. So I'm not sure what the benefit is. Weight possibly? But the weight of the cassette is significantly greater than a Dura-Ace 11-34 cassette, by 120g. I can't find the weight of the SRAM chainset, but will it be more than 120g lighter than a double?

davebrads wrote: The concesus of opinion is that he was running a 44t chainring with a 10-44 cassette, giving a 1:1 ratio in bottom gear, exactly the same as can be achieved with a modern 2x system. So I'm not sure what the benefit is. Weight possibly? But the weight of the cassette is significantly greater than a Dura-Ace 11-34 cassette, by 120g. I can't find the weight of the SRAM chainset, but will it be more than 120g lighter than a double?

lets say the double weighs 300g more than the single so the drivetrain savings are 200g (maybe a little more due to shiter and cables), do we think weight is an issue when we know manufacturers can make bikes lighter than the UCI minimum weight?

I thought I'd seen the lowest gear was even lower, but regardless I think you are just agreeing with my point.  

I thought the opinion was that he was running smaller up front, either a 42 or 40. He also ran without a chain guide. So more aerodynamic. And yes, there is a weight saving. The Dura-Ace cassette is moot as it is not compatible with SRAM AXS. But for starters, he would have saved an additional 156g from removing the front mech (source - Bike Rumour - https://bikerumor.com/sram-red-etap-axs-wireless-road-bike-group-first-r... ). That pretty much offsets cassette weight difference. I am sure he used the non-power meter option so saved more weight over the standard 2x chainset. Whilst it is not much every gram counts going uphill.

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Test nouveauté | Moteur Eagle Powertrain : Sram se lance dans l’e-bike

Par Léo Kervran - 28 septembre 2023

Sram débarque dans l’e-bike ! Après plusieurs années de prototypage et de test, la marque américaine dévoile aujourd’hui son premier système d’assistance sous le nom Eagle Powertrain. Relation étroite avec la transmission AXS, Auto Shift… On vous explique tout et même nos premières sensations, puisque nous avons déjà pu le rouler.

Depuis le printemps 2022, on se doutait qu’il se tramait quelque chose autour de l’assistance électrique chez Sram. Sur les EWS-E l’année dernière, le Français Yannick Pontal roulait pour un mystérieux « BlackBox Test Pilot Program » (lire Spy Shot : bientôt un moteur e-bike chez Sram ? ), devenu cette année « Sram Factory Enduro Racing ».

En parallèle, la marque a lancé en début d’année la nouvelle génération de ses transmissions sans fil Eagle AXS (voir Reportage | Sram Eagle AXS 2023 : entrée dans un nouvel âge ), caractérisée entre autres par une certaine capacité à changer de rapport à pleine charge et sans relâcher l’effort…

D’une certaine manière, ce lancement était donc attendu. Ce n’est pas tous les jours qu’un groupe de l’envergure de Sram se lance dans l’e-bike ! Et au-delà de l’arrivée d’un nouvel acteur, c’est aussi l’approche du groupe, sa vision de la chose, qui intéressent particulièrement. Sur ses autres produits, Sram nous a habitués à arriver avec des nouveautés par le haut de gamme avant de les décliner au fur et à mesure en versions plus accessibles.

Avec un système d’assistance, c’est plus compliqué de suivre le même schéma mais d’un autre côté, la pratique compétition qui sert de base de communication aux marques du groupe et qui touche une partie des vététistes tient une part confidentielle en e-bike. Autre façon de faire du vélo, autres méthodes et même avec les quelques indices évoqués plus haut, on avait bien du mal à imaginer précisément à quoi cette fameuse assistance Sram allait ressembler.

Côté moteur, surprise… Ou plutôt, pas de surprise ! A l’image de Specialized il y a quelques années, Sram s’est associé à Brose pour développer son système d’assistance. Si Sram avait agité le monde de l’e-bike au mois de janvier en faisant l’acquisition d’Amprio, un fabricant allemand de moteur basé à Düsseldorf, la marque n’est visiblement pas encore prête à se lancer d’elle-même et a préféré compter sur le soutien d’un poids lourd du marché.

Les batteries sont en revanche spécifiques à Sram mais leurs caractéristiques sont en phase avec ce qu’on connaît : on a une 630 Wh à 3,1 kg conçue pour les vélos où on la retire par l’une des faces du tube diagonal et une 720 Wh à 4,1 kg prévue pour les cadres où la batterie coulisse dans le tube diagonal. Et on pourra également leur adjoindre un Range Extender de 250 Wh, à monter sur un support spécifique à l’emplacement du porte-bidon.

Le logiciel

Si vous connaissez un peu le milieu de l’e-bike, vous savez aussi bien que nous que la base technique impose certaines contraintes, mais c’est son logiciel de fonctionnement qui dicte le comportement et qui donne sa personnalité au système, qui le différencie des autres. Et chez Sram, il y a de quoi se différencier !

En effet, Sram a développé l’Eagle Powertrain en étroite relation avec les nouvelles transmissions Eagle AXS T-Type afin que le dérailleur et le moteur soit capables de communiquer entre eux. Et cela donne… une transmission automatique ! Dans l’absolu, ce n’est pas une nouveauté, même en VTT : Shimano le fait déjà depuis le printemps avec le Di2 et le moteur EP801 (voir Test nouveauté | Shimano Di2 Auto Shift et Free Shift : la transmission automatique pour VTT ). Cependant, la marque japonaise peine à livrer son système ce qui fait qu’on n’en a pas encore vu beaucoup sur les sentiers.

On a donc une transmission capable de changer de rapport toute seule pour s’adapter au profil du sentier et à l’effort fourni, sans la moindre action du ou de la pilote. Sram ne nous a évidemment pas donné le détail de son algorithme mais d’après nos premières sensations, on sait que le système prend au moins en compte la vitesse de rotation de la roue et la fréquence de pédalage.

En parallèle, le système est aussi capable de changer de vitesse sans coup de pédale : c’est le Coast Shift, le changement de rapport en roue libre. Le moteur détecte qu’on ne pédale pas et selon la vitesse de la roue arrière (mesurée avec 6 aimants, soit plus précis qu’ailleurs), le dérailleur ajuste le rapport engagé pour avoir quelque chose de cohérent quand on reprend le pédalage. Et de la même façon que l’Auto Shift peut se plier à des changements depuis le poste de pilotage, on peut également utiliser le Coast Shift depuis la commande. Vous vous souvenez peut-être du pédalier HXR Easy Shift qui permettait de changer de rapport sans pédaler : ici c’est exactement la même chose, une fonction automatique en plus !

Autre particularité importante, le Sram Eagle Powertrain n’a que deux modes : Range et Rally, personnalisables via une application (l’AXS App, la même que pour les transmissions) comme tout système d’assistance qui se respecte. Notez que contrairement à d’autres systèmes, on peut modifier le couple maximal et le niveau d’assistance, c’est-à-dire l’apport du moteur par rapport à l’effort fourni par le ou la pilote mais pas la réactivité de l’assistance.

• en haut à gauche : changement de mode (appui court) + assistance à la marche (appui long)
• en bas à gauche : tige de selle télescopique
• en haut à droite : dérailleur vers le haut de la cassette (appui court) + activation et désactivation de l’Auto Shift (appui long)
• en bas à droite : dérailleur vers le bas de la cassette + personnalisation de l’Auto Shift (appui long)

Dans un souci de discrétion, l’affichage prend place sur le tube supérieur et on doit bien admettre que l’effet est réussi : le poste de pilotage est identique à celui d’un vélo sans assistance, aussi simple et épuré ! Les informations affichées correspondent au strict nécessaire, à savoir le mode engagé, le statut de l’Auto Shift et le niveau de batterie. Pour avoir les informations de vitesse ou de distance il faut passer par un service externe, application ou montre.

En revanche, cela signifie qu’il faut obligatoirement que le système soit allumé si on veut utiliser le dérailleur. Le mode « off mais pas éteint » devient donc essentiel à l’atelier pour travailler sur sa transmission sans perdre un doigt (ou plus).

A première vue, les prix devraient être élevés. Sram ne nous a pas communiqué les tarifs de l’Eagle Powertrain seul mais avec « l’obligation » pour les marques de l’associer à une transmission Sram T-Type, la facture est par défaut importante et de ce qu’on sait du Nukeproof Megawatt (plus d’infos là-dessus très bientôt), ne vous attendez pas à voir le Sram Eagle Powertrain sur des e-bikes à 5000 € de sitôt.

Sram Eagle Powertrain : le test terrain

Nous n’avons pu faire que quelques sorties avec ce moteur, bien trop peu pour un test complet mais on peut tout de même vous partager nos premières impressions. Au départ, sans aucun doute c’est perturbant d’avoir un système qui change de vitesse à notre place. En montée facile, sur piste 4×4 où on ne se concentre pas sur le pilotage, on a vraiment l’impression que c’est le vélo qui fait tout le travail et qu’on se fait promener, comme un simple passager.

Heureusement, cette (désagréable) sensation disparaît dès qu’on rentre dans des sentiers plus étroits ou techniques et qu’il faut se concentrer sur le pilotage. Sur le papier, c’est la même chose : on pédale, on a une assistance et le dérailleur change de rapport tout seul. En pratique, c’est différent. Lorsqu’on doit faire attention à ses lignes, au grip et de manière générale être plus actif sur le vélo, on retrouve la sensation d’être acteur de ce qui se passe et on oublie complètement le système, qui fait son travail tranquillement en arrière-plan… à condition d’avoir trouvé le bon réglage.

C’est plus simple que chez Shimano, plus pointu mais plus difficile à exploiter, et nous avons trouvé que pousser le biais du système vers un pédalage le plus en fréquence possible (à « + 3 ») était ce qui nous convenait le mieux dans les limites du système. De l’autre côté du spectre, le réglage « – 3 » fait tourner les jambes à 20 ou 30 tours par minute et on a bien du mal à imaginer qui pourrait l’utiliser.

A nos yeux, avoir un réglage simple est plutôt une bonne idée pour ne pas se perdre mais nous aurions préféré une plage d’ajustement un peu plus décalée vers la fréquence de pédalage, un « – 2 à + 4 » par rapport à la plage actuelle. En attendant, on apprend à jouer de sa fréquence de pédalage pour « forcer » le passage de rapport les quelques fois où ça traîne un peu pour réagir.

Dans l’ensemble, le système n’est pas aussi performant qu’une commande humaine pour un usage « performance » mais on a tout de même été surpris de sa cohérence et ça fonctionne correctement si on ne fait pas la course. Tant mieux, car nous n’avons pas été impressionnés par l’Override, le changement de rapport manuel tout en gardant l’Auto Shift allumé.

En effet, nous avons eu l’impression que le temps de réaction du système était plus lent que sur un vélo classique. Toutefois, ça ne nous a pas été confirmé par Sram donc on n’écarte pas la possibilité que ce soit une simple impression, liée au fait que lorsqu’on décide de changement manuellement, c’est parce qu’on n’est pas satisfait du rapport engagé. Ou, dit autrement, dans une situation inconfortable où chaque instant nous apparaît plus long qu’il ne l’est réellement.

En revanche, on a réellement apprécié le Coast Shift, le changement autonome en roue libre, qui permet de se sortir de situation parfois compliquées en e-bike comme une remontée au milieu d’une descente, attaquée sans élan à cause d’un virage ou d’un passage technique. Le système détecte qu’on ralentit et change de vitesse tout seul alors qu’on est encore en train de négocier le virage ou le passage technique. Résultat, lorsqu’on reprend le pédalage quelques secondes plus tard, on est déjà sur un rapport plus ou moins adapté.

Ceci dit, ça n’empêche pas d’anticiper ce qui arrive : l’Eagle Powertrain ne lit pas le sentier devant nous et on peut mettre en défaut cette automatisation sur des remontées attaquées avec de l’élan. Dans ces situations, on peut alors utiliser le fonctionnement « manuel » du Coast Shift, en changeant de rapport soi-même (mais toujours sans pédaler) dans les quelques mètres qui précèdent la remontée.

Par ailleurs, on a vite compris pourquoi Sram n’a pas sorti l’Eagle Powertrain plus tôt, avec l’ancienne génération d’AXS : comme le système peut changer de rapport n’importe quand, on ne déleste pas la transmission comme on le ferait lors d’un changement manuel. Le dérailleur change souvent en pleine charge et ça fait peur au début mais avec ces transmissions T-Type, ça fonctionne, parfois avec un peu de bruit mais sans délai ou saut de chaîne. Reste bien sûr à voir la durée de vie mais là, c’est encore trop tôt pour se prononcer.

Sur le moteur en lui-même, on a l’impression que Sram a opté pour une approche très naturelle et facile à prendre en main plutôt qu’un comportement très sportif et puissant. La réactivité est proche d’un pédalage sans assistance et sur notre Nukeproof Megawatt, la configuration d’origine du mode Rally donnait 600 W et 80 % d’assistance, donc pas le maximum que peut offrir le système.

Avec ce réglage, le vélo assiste bien mais ne donne pas la sensation de pousser comme un Bosch en mode Turbo. On peut bien sûr passer à 680 W et 100 % via l’application mais cela donne tout de même une certaine idée de la direction que Sram souhaite prendre. Bien sûr, rien ne remplace une comparaison en face-à-face avec la concurrence pour en avoir le cœur net mais nous n’avons pas encore eu l’occasion de procéder à un tel test.

Le fait de n’avoir que deux modes pourrait aussi jouer un rôle dans cette impression et pour être tout à fait transparent, ce choix ne nous a pas vraiment convaincus. Range et Rally, les noms sont bien trouvés mais avec deux modes, on est toujours limité. On peut faire l’équivalent d’un « Eco » et d’un « Trail », d’un « Trail » et d’un « Boost » voire d’un « Eco » et d’un « Boost », éventuellement deux modes intermédiaires à mi-chemin entre tout ça, mais on sacrifie toujours quelque chose dans l’affaire, que ce soit la puissance maximale, le confort sur sentier vallonné ou l’autonomie maximale.

Avec trois modes, on peut tout avoir en même temps et on a l’impression que ça nous permet de mieux profiter, ainsi que de gérer la batterie plus facilement si besoin. Mais encore une fois, ça demandera des tests plus approfondis.

A l’issue de cette prise en main il est encore bien trop tôt pour décider si l’orientation choisie par Sram est une « bonne » chose, si c’est une direction qu’on veut bien suivre ou si cela dénature trop l’expérience. La facilité de prise en main du système, son côté naturel et son intégration avec la famille AXS qui permet de conserver des postes de pilotage épurés nous ont séduits, mais la gestion de l’assistance avec seulement deux modes et l’Auto Shift demanderont plus de temps… ou de raffinement du côté de Sram. Quoi qu’il en soit, le fait d’avoir un nouvel acteur sur ce marché rend les choses intéressantes et pourrait bien faire bouger les lignes, encore plus si la marque parvient à prendre l’avantage sur Shimano au niveau des délais de livraison. Pour le reste, on compte bien passer plus de temps avec le système dans les prochains mois pour creuser nos sensations et on espère qu’on pourra vous proposer un test complet plus tard !

Plus d’informations : sram.com

Retrouvez cette présentation en vidéo :

Photos : Mountain Bike Connection Summer – Rupert Fowler / Sram / Léo Kervran

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• 3 rounds for the Fall semester
• 2 rounds for the Winter semester

In the first round of admissions for the Fall semester, all places are available. Based on first-round admissions, remaining places are offered in the next round. If there are no places left in a program in the current round, no new places will be offered in the next round since all available places have been filled. Each new round has fewer places available than the previous round.

In the first round of admissions for the Winter semester, numerous DCS programs are closed since this type of program generally only begins in the Fall semester.

For information on the number of places available, see the Table of Available Places .

Admission for the Fall semester

* Round 1 begins around mid-January

The deadline for Round 1 is March 1 at 11:59 p.m.

Admission for the Winter semester

* Round 1 begins around mid-September

The deadline for Round 1 is November 1 at 11:59 p.m.

To submit your application for admission to SRAM:

• Fill out the application for admission form at admission.sram.qc.ca
• Provide all required documents, where applicable
• Pay the application for admission processing fees

As soon as the round ends, applications are simultaneously sent to the corresponding CEGEPs for evaluation. Note that only applications considered complete are sent to the CEGEPs (all at the same time). The CEGEPs then evaluate these applications and make their decisions regarding admission. Please note that SRAM is not responsible for making any admission decisions whatsoever.

CEGEP decisions

Once you have completed your application, refer to the admission process schedule  to find out when the CEGEP’s decision will be available in your online file

If you are admitted, the CEGEP will send you an admission letter (either by email or mail at the address provided in your file). Please note that all admission decisions are made by the CEGEPs and that SRAM is not responsible for making any admission decisions whatsoever. CEGEPs may deliver many different types of admission decisions.

Types of admission decisions

Individuals whose applications are refused may contact the institution to which they have applied in order to obtain further explanations if needed.

International applicants

We invite you to consult the following videos regarding the admission procedures to SRAM-affiliated CEGEPs. They explain the process surrounding the filing of an application for admission with SRAM and provide a lot of information on the life of a student in Québec.

Watch the video Studying in a CEGEP in Québec

Watch the video After your admission in a CEGEP

The round system does not apply to international applicants. You can submit only one choice of program in one CEGEP at a time.

• Pay the application for admission processing fees  

Once you have completed your application, it will be sent to your CEGEP of choice for evaluation. Please note that CEGEPs alone evaluate these applications and make their decisions regarding admission and that SRAM is not responsible for making any admission decisions whatsoever.

CEGEP decision

The decision will be posted in your online file . If you are admitted, the CEGEP will send you an admission letter (either by email or mail at the address provided in your file). Please note that all admission decisions are made by the CEGEPs and that SRAM is not responsible for making any admission decisions whatsoever. CEGEPs may deliver many different types of admission decisions.

Individuals who receive a letter of admission must then obtain the two following authorizations: 

• a Certificat d'acceptation du Québec pour études (CAQ) from the Government of Québec
• a Study Permit from the Government of Canada

Your CEGEP letter of admission is required to obtain these documents and study in a CEGEP located in Québec.

Those who submit an application for admission to a program of study are responsible for ensuring that the information they provide is accurate and that their file is complete , that all required documents have been received and are considered compliant, and that all fees have been paid. Incomplete applications will not be sent to CEGEPs for evaluation. Applications must be completed before the deadline provided by SRAM. 

If you wish to check the status of your application, you must do so online.

Until you receive a verdict regarding admission, you must continue checking your online file in order to obtain a response from the CEGEP, apply in the following round, find out about important upcoming deadlines, etc.

Ready to apply?