I see an application for electronic shifting for time trial bikes. First, one can put shift buttons on the bullhorns as well as the aerobars which is an advantage. Today, UCI measure the maximum allowable distance from the centerline of the crank to the centerline of the bolt on the aerobar shifter. That is going to change to the end of the aerobar shift lever when it is extended forward. Weight is not that big of a deal on a TT bike where aerodynamics drive the bike design. And low gears are not essential for a TT bike. Most are more concerned with larger chainrings. If the climbing is significant, riders use their road bikes with clip on bars.

I talked with my LBS about D/A Di2. The new electronic D/A only works with 11 speed cassettes. I would have to convert a number of wheel sets to 11 speed at an estimated cost of $250 per rear wheel. That is not huge but I also have to buy new cassettes.

For now, I am sticking with SRAM red and D/A 10 speed shifting. Resistance is futile but I think over time the electronic shifting will improve and cost less.

What I would like to see is a light weight hub transmission that offers large range close spaced gear selection and no front der is required - no more dropped chains and less maintenance. Electronic shifting is very cool but not a game changing technology.