Filmed and edited by Taylor SagePress camps, those media gatherings where companies often do their best to drown us journos with an unrestrained flow of product information, usually seem to take place is a somewhat 'sterile' setting. Hotel meeting rooms filled with people like myself who are furiously scrawling down notes to keep up, often resulting in a sort of completely indecipherable and useless chicken scratch. SRAM's 'Trail House' gathering - notice I didn't refer to it as a press camp - takes place in Santa Cruz, California, and is a completely different experience. Our accommodation was a house located only feet away from the sandy beach, a novelty for this land lubber, and instead of throngs of journalists all converging at once, there would only be two or three hacks in the house at a go. This setup meant that we were able to get far more one-on-one time with the people responsible for the products that we'd be using during out stay. Home cooked dinners, pre-ride coffees from down the street and post-ride beers on the ocean view deck, with long rides and plenty of shit talk between the two. In other words, a great setting to learn about the new Type 2 derailleur while also making the most of our surroundings.
Roller Bearing ClutchThe plus size knuckle on the XO derailleur shown above houses the unit's new roller bearing clutch, a system that applies friction in the forward swinging motion of the derailleur's cage while letting it pivot backwards easily. You'd be correct if you're thinking that you've recently heard about such a system being used on another company's derailleur - they both share the same goal: adding tension to the chain to keep excess slap to a minimum in order to improve shift consistency, lessen the chance of dropping a chain, and greatly quiet noise from chain slap. How they go about it is quite different, though.
How is it different to the competition?Although the end goal is the same, there are some big differences between Shimano's and SRAM's clutch designs. This not only includes how friction is applied, but also the ability to adjust it... or rather the lack thereof on the SRAM unit. Without comparing how the two systems perform head-to-head (
that will come down the road), lets cover how they go about accomplishing similar goals with different designs. Inside the Shimano design you'll find that the friction is provided by a steel band that wraps nearly completely around a cylinder attached to the derailleur cage, while the SRAM design employs a tuned polymer bushing and needle bearing combination. While we were denied any photos of the SRAM's internals at this point, they do claim that their layout provides a complete 360 degrees of bushing contact, while Shimano's steel band concedes a small gap between the ends of the friction providing steel band. Does that fact matter? Only time will tell, but SRAM asserts that their bushing design has shown to provide more consistent friction in the long run. Again, we'll have to ratify that claim with a longterm review before agreeing.
The two designs also vary greatly when it comes to being able to adjust the amount of friction applied to the cage. Shimano's setup features two adjustments: an external gold lever that either engages or disengages the friction band, as well as an internal spring adjustment (
accessed by removing a plastic cover) that adds tension to the steel band via a nut that increases the bands tension around the cylinder. At the other end of the spectrum is the SRAM roller bearing clutch. It comes preset from the factory with a calibrated amount of tension, and while there is no on/off switch, the Cage Lock feature is utilized to allow the cage to be locked in a position that allows for easy wheel removal. Does one system have an advantage over the other? Does simpler win out, or are the adjustments needed? We can't say at this point, but we're looking forward to a proper head-to-head review in the future.
What is Cage Lock?
Put simply, Cage Lock is a small button that locks the derailleur's cage in the forward postion, thereby creating excess chain slack that makes for painless wheel removal and installation. The goal behind Cage Lock isn't to reinvent the rear derailleur, and SRAM doesn't claim to have knocked down any technological doors with the simple push button system, but the idea is simply to make dealing with wheel removal a bit easier. If you are thinking that any mountain biker with his salt shouldn't have trouble dealing with reinstalling his rear wheel, we completely agree with you. But the system starts to look interesting when you consider that it adds only mere grams to the derailleur's overall weight while making life easier, and that it doesn't alter the derailleur's compatibility with any pre-existing components. Oh, and the upcoming Cage Lock equipped Type 2 derailleurs will retail for the same price as the current non-Type 2 version.
Step 1.
Flat tire? Push the derailleur's cage forward to create chain slack, then push the Cage Lock button (at right, circled in red) to lock it in place. All of the chain tension will now be removed, creating enough slack to make the job even easier than it is without pushing that little button. While the chain slack created does make removal easier, it mostly comes in handy after you've fixed your flat and comes time to drop the wheel back into the dropouts.
Step 2.
With the cage held in a forward postion, the derailleur and chain are now free to swing out of the way of the cassette. Once your wheel is back in place you simply give the derailleur cage a small nudge forward to release the tension on the button, allowing it to retract instantly and the cage to return to its usual position. What happens when you forget to release Cage Lock before continuing down the trail? Absolutely nothing. The Cage Lock button will release as soon as you hit the first bump, acting as a failsafe and quickly reverting the derailleur back to normal. It also looks like it would come in handy when installing a new chain, thanks to the ability to remove the cage's tension and allow the two chain ends to be joined easier.
On The TrailWe were able to spend three solid days of riding on the new Type 2 derailleurs, and while that certainly doesn't come close to qualifying as a true test, it did give us an idea of what to expect down the road. We first rode the derailleur on a bike equipped with standard XO trigger shifters (
the second day was spent on the new XX Grip Shift - stay tuned) to give us an idea of how the clutch system affected shift effort, with the conclusion being that while it was certainly noticeable, it was a lighter feel effort-wise than the competition's friction clutch model. This may come as a surprise given the purposeful 'ka-chung' feel of SRAM's shifting - that was still very much the same - but we'd have to venture out on a limb and say that lever force required to shift to an easier gear was lower with the SRAM roller bearing clutch derailleur than what we've felt with Shimano's setup. It is still very early days, though, the first day actually, and this impression could very well change as the system gets much more trail time on it. As for the Cage Lock, it works just as advertised. We suffered a flat tire that gave us the perfect opportunity to test the system while fixing it, and came away impressed with how easy it made the job. We certainly have no problem removing and installing a rear wheel, but we're not on too high of a horse to admit that the tiny button made getting the wheel back in easier, especially because without it the derailleur's roller bearing clutch would make the job difficult. Call us sissies, but we like it.
And what about dropping chains and noise? All of the test bikes were running dual ring XO cranks and front shifters during our stay at the Trail House, a setup that can lead to a dropped chain every now and then when on rough terrain, and especially when not in the ideal gearing combo, but there was little to no bother to be found. Both of our test bikes came through each day's ride without a hint of trouble, and there seemed to be only a single bike in the group who's chain dropped down from the big to the smaller ring on more than one occasion. Not a bad first showing at all. Chain slap noise is harder to quantify given we were riding unfamiliar bikes on very unfamiliar terrain, and we'd hesitate to say that the system makes for a night and day difference in trail noise. But we are confident in admitting that the bikes did seem quiet on the fast Santa Cruz singletrack, it's just that we'd have to ride with the Type 2 derailleur fitted to a bike that we're better acquainted with, and on our local trails, before making an honest evaluation.
Three days on the Type 2 rear derailleur left us eager for more, not due to it blowing us away with how it performed, but more out of curiosity. The new derailleur isn't a paradigm shift in drivetrain technology, SRAM readily admits that much, but rather it looks to be another piece to the puzzle that improves our bike's drivetrains one step at a time. The question is, how does it perform over the long haul? We'll be able to answer that for you in the near future.
Stay tuned for more from the Trail House, including the first ride impressions on both SRAM's new Grip Shift setup and Avid's four piston XO Trail brakes.Photos by Adrian Marcouxwww.sram.com
It may also be the reason that Sram have gone for a less (by the sounds of it) restrictive system to Shimano's offering.
Lets hope someone gets it on a dyno soon!
and Shimano certainly have the experience with their Alfine and Nexus hub geared technology
all of the tech that SRAM and Shimano own could easily be transferred into gearbox design for mountain biking (some custom frame builders have used Alfine for their gearbox frame designs)
but as the accountants at SRAM and Shimano would undoubtedly inform the engineering staff, there is very good money in the derailleur-driven chain drive transmission we all currently use
it's all about correct technique...
The Industry does stuff in a proactive way not reactive, it does not wait for "clients" to tell them: oh a clutch in the rear mech would be cool - can you make on for us? They sit there and think how to improve stuff (whether it is actualy changing something, it's another story), rarely make up something completely new. It is easier to make money on evolution than on revolution. Then they release it and generate "initial excitement", which is understandable: this is what we just made, it's gonna come out somewhere in 2013 bladi bla. The hype sht starts when they plant a "seed of confusion" release more info about properties and features of the design, usualy obvious or irrelevant pros like: "this lowers the center of gravity of the bike", or stuff that sounds meaninglessly complicated: rising frame rate in the last 30% of the travel. But it is people on forums that start trolling on these irrelevant features wondering whether something that comes as a byproduct of certain design decisions is good or bad. Amazing example is the use of carbon fiber in DH frames: Santa Cruz could have shown the V10c frame being hit against the concrete wall long ago - but if they would people wouldn't be talking that much about it, isn't it?
www.youtube.com/watch?v=1EY7lYRneHc
you either derail the chain on the front chainring(s), install the link, and then remount the chain to the chainring
or much easier is to take a bicycle spoke, cut it 4-5" long with pliers, then bend 1" of each end past 90 degrees (both ends pointing downwards) and you have a chain hook to hold the chain ends in place whilst you install the link
its also a great little tool to help catch the chain end when feeding the chain through a chain device as this be a little tricky at times
Still, it's good to see that SRAM is adopting this, as the XTR version is pricey and I want one. The saint shadow derailleur is still the best I've ever used though.
If you're that bothered about this "new" "technological" "innovation" just buy a cheap mech and shove a washer in between the cage and the body = exact same effect.
Come on Sramano.
All your todays stuff shifts under load but is otherwise worse than my 1976 Shimano 600 derailleur which still is alive and well after 16 000 miles even though it would not shift under full load and which is ruining even todays shifting gear.
Adding a rubber donut is pure nonsense. Removing a wheel and putting it back is a nobrainer. Short cage, 9 at the back, 1 in the front and a chainguide is definitely the better and lasting solution than litte balls, weak springs, cages made from stamped toastbread and overlong chains.
works fantastic, very solid shifting, not dropped any chains, simple to clean and maintain
definitely a step above my previous 1 x 9 running SRAM X-0 / X-9 which always felt was lacking a climbing gear when really needed, and required an E13 LG1+ to really keep the chain under control...
I predict that Sram/Shimano will come out with a 1x11 system (already exists for road bikes) in 2014-2015 claiming it is simpler, lighter, better shifting and ofcourse better chain alignment. The cassette will be 11-38 and 12-40 and the biggest 3 cogs will be made of alum with a carbon spider. The chainrings will be 34, 36 or 38.
I'll be sticking to my custom 1x8 speed system and wait for either micro drive cassettes (now that is a good idea!) or more pinion equiped bikes!
www.youtube.com/watch?v=R9eHUWFCObg