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Early this 12 months, SRAM Launched the Eagle Transmission, their hanger-less drivetrain constructed across the Common Derailleur Hanger dropout normal. As with most of SRAM’s drivetrains, a trickle-down group was inevitable, and it has arrived immediately. Discover the costs, weights, and our full assessment of the SRAM Eagle GX Transmission right here…
Introduced again in March, the Eagle XO Transmission had a slick design and has gotten quite a lot of press since its launch. Many people appreciated the tech however not the worth tag. Fortuitously, SRAM didn’t wait too lengthy to announce trickle-down SRAM Eagle GX Transmission parts. Learn on to search out the total assessment of this new group, watch the video, and discover tables outlining weights and costs.
I’ll be the primary to confess that I get puffed up over new know-how. New tech releases can typically come off as a bit foolish, like an annual iPhone launch, however when SRAM launched Eagle Transmission through the use of their UDH normal and eliminating the necessity for a derailleur hanger, that they had my consideration. To recap, SRAM launched their XX SL, XX, and XO Eagle Transmission techniques in March, which we reviewed right here. It’s a hangerless interface with a derailleur that mounts on to the rear wheel axle, and it has a novel set up course of that doesn’t have adjustment screws and primarily replaces the tuning factors on the derailleur itself. SRAM claims that by eradicating the derailleur hanger, the cassette and derailleur work higher collectively, creating extra exact shifting. Lengthy story brief, I’ve to agree, which I’ll dig into within the video assessment beneath.
Specs and Variations
Let’s begin by diving into some variations in weights. SRAM modified issues up once they added XX SL to the combo, barely complicating their lineup, however its clear that the GX group stays an reasonably priced no-frills group. Even so, it shares many similarities with the XO Eagle Transmission. The shifting pod is identical and is available in at 70 grams with the matchmaker clamp.
The brand new GX cranks are additionally aluminum however don’t include the flowery cutout that the XO aluminum model has. In consequence, it weighs 111 grams extra, coming in at 734 grams. Just like the X0 cranks, the GX cranks have two detachable composite bash guards, which add a bit of additional weight. It must also be famous that each one Transmission cranks have a wider spindle designed for a 55mm chainline and use the brand new 8-bolt direct mount T-type chainring. This requires completely different DUB backside bracket spacers in comparison with the earlier GX Eagle AXS. It makes use of a 3mm spacer on the non-drive aspect and a 7.5mm spacer on the drive aspect. This was essentially the most complicated a part of the set up course of for me, because the package didn’t include a backside bracket or spacers. I examined 170mm cranks, and they’re accessible in 165 and 175mm choices too.
|Derailleur||440 g||465 g||470 g||489 g|
|Cassette||345 g||380 g||381 g||446 g|
|Crankset||TBD||TBD||623 g||734 g|
|Shifter Pod||70 g||70 g||70 g||70 g|
|Chain||240 g||247 g||262 g||284 g|
|Totals||1596 g||1763 g||1784 g||2023 g|
The derailleur can also be just like the opposite three Eagle Transmission choices with one substantial distinction. The battery location is positioned larger, as if it was rotated clockwise by 90 levels. This tucks it into the center of the derailleur physique, which SRAM claims higher protects it from affect and provides it a cleaner look. I’m unsure if this was a transfer to guard a patent, nevertheless it’s fairly odd that the GX is completely different from the opposite three. Both manner, I just like the look of this explicit derailleur because it’s extra toned down than the XO model. Higher but, it’s solely 19 grams heavier, weighing in at 489 grams in comparison with its 470-gram XO sibling.
The one-piece Aluminum and metal GX cassette nonetheless has a 520% vary and comes with the up to date Eagle Transmission cassette mapping, which is what permits it to shift below load and time shifts for higher accuracy. It has their “Pindome” design for cogs 1-8 and a Mini Cluster for gears 9-12. I forgot to weigh the brand new cassette when it was new, nevertheless it is available in at 446 grams with a little bit of filth on it, roughly 65 grams greater than the XO cassette and 101 grams heavier than their lightest XX SL Cassette. The brand new GX Cassette is available in lighter than the earlier GX Eagle cassette.
All of that is linked collectively utilizing SRAM’s T-type chain, a selected chain made for the Transmission drivetrain system. The chain and cassette each include a nickel-plated end, which they declare delivers higher sturdiness with a quieter shift expertise. At 284 grams, the 124-link GX Chain is available in 22 grams heavier than the XO model.
As I discussed in my first-ride video, Transmission set up setup is tremendous simple. All that you must do is lookup the correct settings on your bike on SRAM’s AXS website; this may make it easier to decide the chain size, the setup cog that you must use, and the derailleur setup key, which helps with attaining correct chain hole. The set up is totally completely different from organising a conventional derailleur and can undoubtedly be an adjustment, however after doing it as soon as, it’s fairly simple. The instruction video is linked right here to get a full look.
Throughout my newest set up, I discovered that the tolerance on the Reeb SST axle dropout to be a bit tight, so I needed to pressure the bushing into the dropout. As soon as it’s in, it shouldn’t transfer anyway, and it by no means brought about me a difficulty. Total, the set up was simple, however it’s a departure out of your typical drivetrain setup, so it’d take a bit extra head-scratching time initially.
As proven within the desk beneath, the SRAM GX Eagle Transmission will set you again roughly $1,050 when bought as parts, which is about $500 lower than the XO model. Additionally they promote the total group for 1,099, which features a battery and charger—the derailleur doesn’t embrace a battery. It’s additionally value including that the GX transmission is just about $100 greater than the non-Transmission GX AXS drivetrain.
How does it work?
I used the XO model for a couple of weeks this spring, and I used to be in a position to check this GX Transmission over 170 miles in June. Whereas this isn’t a long-term check, by any means, I really feel like I’ve an excellent understanding of the system now, and I couldn’t really feel any important distinction between the XO Eagle Transmission and the GX. I feel this has rather a lot to do with the hanger-less interface and setup course of, which I feel makes this method shift so easily.
I used to be additionally impressed by how the drivetrain shifted in tough and chunky situations and whereas out within the parts. It maintained constant shifting efficiency by means of creeks and plenty of puddles, solely often slipping or getting hung up on the cogs, however I by no means dropped a series. It’s spectacular that I’ve continued to have glorious luck with SRAM digital shifting, even in such sloppy situations.
Eagle Transmission was designed to shift below load, with their new cassette mapping primarily telling the chain when to maneuver inboard or outboard. As a result of I journey so many bikes with out this, it’s laborious to get in a groove of not soft-pedaling whereas I shift. I do that on a regular basis, and I have to keep in mind that it’s okay to shift with as a lot energy as my regular pedal-stroke. And after I do that, I’m impressed with the sharpness; it’s much less loud and gives much less hesitation.
One eye-opening expertise I’ve had since utilizing the Pinion Gearbox is the not-so-equal jumps between gears on cassettes. The way in which enamel are numbered in cassette cogs (GX Transmission cassette, for instance: 10-12-14-16-18-21-24-28-32-38-44-52) forces the gear ratio leap. Like if you go from a 10-tooth cog to the subsequent. It needs to be both an 11-tooth cog, which might solely be a ten% leap, or a 12-tooth cog, which is a 20% ratio change. There isn’t a such factor as an 11.5 tooth cog for an ideal 15% leap, which the gearbox can provide. Briefly, you’re restricted to gear jumps on a cassette, and the leap will be fairly drastic. That stated, SRAM managed to enhance a few of this with 44 and 38-tooth step-down cogs from the massive 52-tooth cog. I discovered the brand new gearing to be helpful compared with the 42 and 36-tooth discovered on the earlier Eagle cassettes. I wasn’t looking for an in-between gear on some steeper climbs.
SRAM talked about that you’d possible get shorter run occasions per battery with the brand new GX derailleur, however I didn’t discover this to be true. Run occasions are just like the older Eagle AXS System, which is counterintuitive, because it looks as if the brand new Transmission derailleur is working more durable because it waits for the timed shift mapping on the cassette. So long as it’s arrange accurately, it’s not placing undo stress on the gearbox. There was a bit extra room for error with restrict and B-tension screws on SRAM Eagle AXS Derailleurs, and when these had been off, it appeared just like the system would work more durable and scale back battery run occasions.
It’s value mentioning that whereas you may make micro-adjustments on the derailleur inboard or outboard through the use of the controller or the app, I by no means wanted to take action whereas testing this drivetrain. Total, I bought about 20 hours with one battery, driving principally singletrack in Gunnison and Crested Butte, which was a mixture of undulating desert terrain and mountain driving. I bought a warning a couple of low battery the opposite day, and it lasted about 4 hours longer, which I’m blissful to report.
Whereas the XO and GX derailleurs don’t include that neat magic pulley wheel, they’re appropriate when you improve to the XX SL pulley wheel package. And that’s the case with many of those bits and elements on the derailleur. SRAM created detachable and replaceable small elements to maintain your derailleur going for the long term.
I by no means actually bought used to the shifter pod whereas testing the XO system, primarily as a result of there have been so many various methods you would modify it. So, after I put in this GX group, I took a while to play with it. I in the end positioned it equally to a mechanical shifter, and it really works nice. I admire the separate buttons on this controller and the definitive button feeling when urgent. I did, nonetheless, have one occasion the place the decrease button bought caught in and it wouldn’t shift. It was irritating on the time, nevertheless it labored itself out after urgent it a couple of occasions. It hasn’t repeated the difficulty since.
- Mannequin Examined: SRAM GX Eagle Transmission
- Precise Weight: 2,023 grams (4.5 lbs)
- Place of Manufacture: China
- Value: $1,050
- Producer’s Particulars: SRAM
- $500 cheaper than X0 Transmission and gives nearly the identical degree of efficiency
- Simple to put in and tune
- Dependable, crisp, correct shifting gives a best-in-class efficiency
- The shortage of a derailleur hanger gives insurance coverage and peace of thoughts
- SRAM permits repairs and an extended lifespan with replaceable small elements
- Weight is a con general with any Transmission system
- Costly in comparison with mechanical drivetrains
- It’s a good suggestion to hold additional batteries, which is a draw back as a result of it’s an added expense
- The slight the delay in shifting with the brand new cassette mapping might be thought-about a con to some, though it’s simple to get used to
After leaping from bike to bike, I discovered the Transmission gives a extra constant and dependable shifting expertise than different drivetrains. It has a extra simple set up course of and offers added assurance and confidence than a flimsier derailleur and hanger, particularly on tough singletrack. Is it mandatory? No, nevertheless it positive is sweet. Total, if you’re eager on attempting out Eagle Transmission, The GX model gives every part the XO transmission does at a way more approachable value level however with just a little additional weight. The GX transmission will run you roughly $1,100 in comparison with $1,600 for the XO model, and $500 is some huge cash only for a little bit of weight and the identical shifting efficiency. Greenback for greenback, the GX Eagle Transmission is my choose, although each are nonetheless undoubtedly pricy upgrades that I wouldn’t counsel dashing out to buy in the event that they’re not in your finances.
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