First Ride - SRAM X1 Drivetrain
SRAM TRAIL HOUSE: TERLAGO, ITALY
SRAM X1
DRIVETRAIN
DRIVETRAIN
WORDS Rachelle Frazer
PHOTOS Adrian Marcoux
Bringing Down the Cost - The Difference is in the Details
Two years ago SRAM released XX1, a system intended for the elite, made from premium materials, employs the most expensive manufacturing techniques, and, more interestingly, removes the need for a front derailleur by paring a single chain ring with an ultra-wide range cassette. It was met with some early apprehension by many riders, however, with concerns about gearing for the average Joe that was faced with serious climbing. But then something happened that SRAM wasn't expecting - a lot of people, all sorts of people, every day mountain bike riders, decided that they wanted it. SRAM had struck a somewhat unexpected chord, and it turned out that a lot of riders wanted to see their front derailleur take a hike. Unfortunately, many of those who wanted to get on board with XX1 couldn’t necessarily afford the price tag that came along with it, so hacks began popping up address this need - cassettes and chain rings that converted dual 'ring systems into single 'ring systems. In the background, SRAM were listening but weren’t rushing to deliver an answer. “Our intention is not to shortcut people on 1X by experience because if we do that we will make compromises on the way it works,'' Chris Hilton, Drive Train Product Manager told Pinkbike. ''It’s important to us not to mess it up, and that’s why it takes time to bring all of the features and benefits down.'' X01 was released a year after XX1 and at some savings to the consumer, but more notably to bike manufacturers wanting to spec a single 'ring drivetrain. Still, the beckoning call of the crowds grew louder for a more affordable 1X product. “We didn’t create X1 because it seemed like the next thing to do, we did it because people asked for it. In fact, some demanded it,” he went on to explain.
So, here we were at SRAM Trail house in the foot hills of the Dolomites in Terlago, Italy, to experience the long awaited solution to an affordable 1X system.
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 La Dolce Vita: Bikes, tech sessions, coffee, repeat. |
X1 Details
• Single ring, eleven speed drivetrain
• 10 - 42 eleven speed cassette and proprietary XD driver body
• Eleven speed X1 X-Horizon rear derailleur w/ Cage Lock
• Aluminum crank arms
• 30, 32, 34, 36 or 38 tooth X-Sync chain rings
• PC-X1-specific eleven speed chain
• Eleven speed trigger shifter
• MSRP: $898 USD base price
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Eleven Speed Cassette and XD Driver
The bulk of X1’s savings boil down to the XG-1180 Mini Cluster hybrid cassette. With the exception of the 42 tooth cog, XX1 and X01’s cassettes are fully machined out of a single piece of steel, but the X1 cassette consists of three small cogs that are CNC-machined out of a single block of steel, with an additional eight individual stamped steel cogs that are pinned together. This layout allowed SRAM to retain the hollow design found in the XX1 and X01 cassette, as well as see it come in at a still reasonable 315 grams. The machining of the single piece XX1 and X01 cassette is essentially easy to make, but requires a lot of time and a lot of machinery, hence the decision to find another design and manufacturing process for the X1 group to reduce the price point. The cassette is equipped with the same 10 - 42 gear range and fits onto same XD driver body that’s found in XX1 and X01, but at $313 we may see companies purchasing an X1 cassette to run with an otherwise XX1 spec’d bike, lowering the overall cost to the user.
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X1 X-Horizon Derailleur
The $231 USD X1 derailleur functions exactly the same as the other 1X systems in the family but it’s constructed out of aluminium - there is no carbon fiber to be found here. Apart from this, it has the same horizontal parallelogram design and pulley offset that keeps chain gap consistent as it moves across all eleven gears. By limiting all movement to the horizontal axis, the design is intended to reduce both shift force and chain slap, and eliminate ghost shifting. The same roller bearing clutch and Cage Lock design is used so that the removal and installation of wheels is an easier task to manage. Claimed weight sits at 256 grams.
X1 Trigger Shifter
Like X01, the X1 trigger has an aluminium pull lever and cover, but the dollars are saved in the removal of the adjustable pull lever. Apart from this, the mechanics inside the system are the same as those used in X01, and it is still Match Maker compatible, which means that you can mount your shifter to your brake lever for a cleaner cockpit set up. A Grip Shift option is not currently available for X1, but this may change with demand in the future.
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X-Sync Chain Ring and Cranks
The X1 chain rings are the same as the one’s spec’d in the X01 group. The rings are available in 30, 32, 34, 36 and 38 tooth options - there is still no 28 tooth option. The reasoning behind this is because when XX1 began there was no significant market for a 28 tooth ring (remember, it was intended for elite riders at first), and so the decision was made to remove it as an option in the X01 and X1 lines. Instead, X1 uses existing crank arms with a 94 BCD which could already accommodate a 30 tooth ring. The choice not to have a 28 tooth option may change in the future, though, as we see a lot of riders wanting such an option.
Unlike XX1 and X01, there is no carbon crank option for X1, with a hollow forged aluminum and two forged aluminum options being available instead. All can be had in either 170mm or 175mm lengths and are available in GXP or BB30 bottom bracket options.
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| X1 complete, this Trek Remedy 9.9 27.5 piloted us through the Italian forest for testing. |
Riding the X1 Drivetrain
It's less expensive, but does that translate to less performance? As always, our limited first introduction doesn't give us the chance to make any bold claims as far as real performances goes, but it does allow us to gather some initial thoughts as to how the group performs. And how does it perform? It feels very much like X01 and XX1 at the shifter, with crisp and solid feedback that is very SRAM-esque. And it moves the chain fast, just as fast as we've seen from its more expensive siblings. Chris Hilton, drivetrain product manager, told us that he would challenge just about anybody to ride an XX1 and X1 bike back to back and have them tell him which is which. This is a pretty bold statement, but having ridden XX1 for over a year and then jumping onto the X1 bike, we can see how he has the gumption to make this wager. Zero dropped chains as well, although we have discovered that exceedingly muddy conditions can be an issue in this regard when talking about XX1 and X01, so we expect the same of this new group as well.
The bottom line is that we fully expect X1 to perform as well as X01 on the trail, and it will only be a matter of long term reliability that will determine how the lower priced group compares to XX1 and X01. If reliability isn't a factor, we might have a hard time recommending either of the two more expensive groups to the average rider who's not concerned about grams or ceramic bearings. Time will tell.
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For beginners, X1 could be just the ticket given its simplicity - the caveat is the lack of a 28 tooth 'ring, though. Learning to mountain bike can be frustrating, and perfecting the skill of shifting a front derailleur without mauling your drivetrain, slipping pedals, and fumbling in general takes time. By using a single 'ring system the beginner can put more focus on the trail, rather than figuring out which button they need to press and which chain ring they are in. The simplicity of the system transfers to the rest of the mid-level to top performers too. Although there is still apprehension within the market about whether one ring is “too hard,” you can take it from someone - an average mountain biker who made that switch to a single 'ring system - that SRAM have provided a range of gearing to suit the rider, the bike and the terrain that you choose. It might take some trial and error or asking around to get chain ring choice dialed, but once you have found a setup that works for you, it’s more than likely that you will stick with it.
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X1 will be available in June.
www.sram.com
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I understood why the XX1 and XO1 cassettes were so expensive (XO1=$399), but when you start stamping and pinning the cogs, I expect it should be a WHOLE lot cheaper than the $313 they are going to sell them for!
and the half black chain is rad
if they are stamping the cogs and not using a carrier then they cant thread the cassette on so they need splines all the way...
ALL THIS HAS HAPPENED BEFORE, AND ALL THIS WILL HAPPEN AGAIN!
This is directly from the article
"The cassette is equipped with the same 10 - 42 gear range and fits onto same XD driver body that’s found in XX1 and X01"
On the other side, i REALLY don't know why they didn't go for a 10 mm pitch, they made a whole new group (chainrings, cassette and chain) anyway. Going with a 10 mm pitch you could make an equivalent of a 9-42t or even 9-44t cassette, that would actually be 11-53 or 11-56t if i remember correctly. So size wise it'd be the same, you could have slightly finer gear jumps and you could have an increased range without the polygon effect being a problem.
As for the range, a 10-42 is in my opinion slightly limited. If you have a 22-32 granny, going for a 28-42 will give you a slightly lighter gear. A 22-36 is even easier to pedal up. On the top side, even a 32-11 heaviest gear is heavier than a 28-10. And i do use the 32-11 combo, even on 2,4 tubeless High Rollers. Going with a 30t in front would help, but you lose a bit of the granny. A 10-44t cassette would be helpful here. The deraileurs supposedly can survive an increase in range.
I just don't see the price of the cassette coming to close to $100 any time soon. I hope they prove me wrong in the mean time im going back to 9 speed.
just my two sense.
And yes, this will probably allow 1x11 to be spec'd OEM at a lower pricepoint. But cassettes are a wear item and this will be expensive.
On the other hand i'm currently a chapskate and i'm running a drivetrain that came with my bike at the end of the summer in 2008. Granted, i'm far from a rider that does a lot of miles or a lot of ascent, but the setup has had a single (probably unneeded) chain swap in 09 and that's it. It's not the smoothest, the best shifting setup, the chain is starting to get pulled up a bit in the front sometimes (nothing to be worried about yet) but it still works completely okay. Just ride the setup until it breaks, you'll most likely get 3 or 4 years out of it. In that case the price of a cassette is not so bad.
There are some problems with that logic, the west of Canada for example has a lot of rain, which probably speeds up the wear on the drive train a whole lot... But hey, it's not just the drivetrain that gets worn out faster
230$ for the most exposed derailleur on the market? (It's the widest, with the most offset, that has to be "technology"). More expensive than a made in japan xtr...
It's is also system designed completely doing away with the most inefficient and useless part on bikes (the front derrailleur).
If you don't call that development then I don't know what you will.
Winston Churchill once famously said that "Democracy is the worst form of government, except for all the others." Taking the rear derailleur as democracy, and every other form of government system as the gearbox, mechs are awful - but when you think of the complexities/cost/lack of frames that accept gearboxes (and the frame's performace) mechs dont seem so bad.
Yes new parts are expensive but you get what you pay for, if you don't like this then there's perfectly good X5 parts out there.
Also, as SRAM have admitted, XX1 was aimed at elite racers and there are a significantly larger number of trail riders (who the system wasn't aimed at) than racers, therefore in order to make a profit the prices had to be higher.
And, for the record, I do not have SRAM drivetrain, 11 speed or otherwise, nor am I looking to fit it in the (immediate) future due to the cost of replacement cassettes and my satisfaction with my 1x10 XT.
Comparing X01 or X1 to normal X7 or X5 is like comparing a ferarri to a kia.
This drivetrain alone costs 4 times as much as the bike i started on! I really can't see how this could be marketed at beginners.
Tacking another cog on the end is simple, hell, i'd make the range even wider (in essence it's just a 36t 10-speed cassette with the smaller coges made a tooth smaller even and an added 42t, i think people would survive with bigger jumps between the gears and a subsequent wider range). It's making sure the thing shifts reliably over 1000s of km that's the hard part. And figuring out how to actually make everything in a profitable way.
For 29ers and 27.5 bikes, this allows frame designers to make bikes with longer front centers and very short stays, while still fitting big wheels.
Now, bike manufacturers will be able to spec a 1x11 specific bike at a price point below $5,000. That's big.
Not for everyone, but a great setup for a much larger percentage of the market.
If it's made for 29ers where's the 28t chainring? Oh, SRAM said it's a niche for the elite... Sure, elite riders are less strong and less fit than me. Has to make sense. Hell journos, can't you be a bit critic towards those bullshit marting arguments? Is that because SRAM keeps baying you nice trip around the world?
You contradicted your own criticism: spiderless chainrings. Look at the photos above: those cranks have a removable spider, and will take a spiderless ring. It's relatively cheap ($60-80), lighter, and there are lots of options (Wolf Tooth, One Up, Works, etc). If you need a 28t ring, just get one.
Honestly, unless you are doing crazy steep extended uphills, I think 28t is too low. I've ridden a 1x10 system with a 32t ring and 11-36 gearing for a long time, and it's fine on all but the steepest shit. The 42t cog on the 11 sp systems is huge. For me, it was the perfect solution, as my old 11-36 1x10 setup with a 32t ring worked fine 95% of the time, but I often wished I had that last higher gear for extended very steep climbs. The 42 tooth gear is perfect for that. I'm thinking of going 34t. I can't imagine needing a 28t, but, again, it's an option if you need it.
I'd put a 28t on my wife's bike, not on mine. If I had a 29er for big alpine tours i'd probably go for a 28t though.
You're making an issue out of nothing. SRAM cranks give you more potions than other brands because of the removable spider.
If you want to complain about unnecessary new standards, what about the new assymetrical bots on XTR. Their rings are ludicrously expensive, and very proprietary now.
Remember kids, time = money, so the more money you spend the less time you have to ride.
Lets see, $900 bucks for a shiny new 1x10 drivetrain means that I would have to spend an additional 30 hours in my cube working for the man!! F&*K THAT!
I don't normally complain about the price of gear, but this is fixing something that isn't even broken!
SRAM too expensive and derailleurs still not durable enough. Shimano ignored the market. OK, who's going to step up?
However, from what I've heard 10 sp mechs don't work great with the large cogs. Hats an issue.
And although the retail cost is $300 for this new cassette, you'll be able to get them for ~$200 soon. I usually don't like spending more than $100 on a cassette, but took the plunge on an xo1 cassette.got it new for $300. Not too shabby.
Do you mean you want an 11 speed 10-42 cassette that fits on a standard driver body instead of the xD driver body? If so, that's physically impossible. A 10 tooth cog is smaller in diameter than a 10 speed driver body. SRAM didn't design and change to the xD driver body for their 11 speed cassettes just for the hell of it.
www.bikeradar.com/mtb/news/article/sram-x1-first-look-40890
www.vitalmtb.com/product/feature/First-Look-SRAM-X1-Drivetrain,249
www.vitalmtb.com/product/feature/First-Look-SRAM-X1-Drivetrain,249?utm_source=facebook.com&utm_medium=referral&utm_campaign=spotlight
Ah, and a 28t direct (spiderless) from Wolftooth for instance will work with this cranks, right?
SRAM x9 type 2 = $100
SRAM X9 10 Speed Trigger Shifter = $66
SRAM PowerChain 1071 = $50
SRAM PG 1070 Cassette = $85
Hope 40t-rex =$95
TRUVATIV X9 10-Speed Crankset = $300
MRP 1x Guide = $100
Total = $796
Someone needs to come with an inexpensive ($100) 10spd extended range (11-42) cassette, or figure a way to have 10T on a standard hub (lockring ?) so you can use a 10% smaller front (more clearance) or higher speed range...
does it mean you are still dropping the chain with the clutch RD and N/W ring ? I'm about to try this as well (42t/16 combo is $100 so that left you with $25 for what I assume is a standard 32T but N/W - that's really good. I got a Raceface 30T N/W 104BCD for $40 which are more and will get the E13 42T for $70 when it ships)
Oh yea don't forget about Shimano competition. I love Shimano quality and value... I use both SRAM and SHIMANO (slx/x9 short cage) on my bikes.
I think you are right. Both work great, and its good that there are options out there. I just don't like Shimano's approach to drivetrain systems. SRAM seems to find out what consumers want, and develop it. Shimano just makes incremental change to their current shit, and tells consumers that they don't really know what they want. Its kinda arrogant.
That said, I do love Shimano's brakes and pedals.
The narrow/wide ring is FAR more important than the clutch mech. I've ridden a bike with an xx1 crank and an older XT mech, and it (surprisingly) worked fine. I expected to have to upgrade to a shadow plus, but didn't have to. Since then, I upgraded to a full 1X11 setup. The ring is they key to that technology.
I agree that the clutch was a great idea, and makes 1x systems work better. However, SRAM had one out after a few months, so they clearly were developing the same technology simultaneously (maybe a little industrial espionage?). Shimano makes some good things, but it's usually refinement of existing technology. The shadow plus is an example. SRAM wanted to make a 1X system, and developed a new free hub, new cassette, new dérailleur, and new chainring profile to make it work. It was very bold.
You simoly can't argue that SRAM isn't more innovative. Even things that didn't catch on - like Hammerschmidt - were pretty unique. Shimano is VERY conservative. I couldn't think of two companies with such different personalities.
But you are right: both work best together.
Listen, I know that Shimanos stuff works great. I've used both systems quite a bit, and they are both effective. I just find that SRAM is ahead of the market and develops new products that work best for my style of riding. Shimanos stuff works well, but it's 4 years behind the curve. The new XTR is a great example.
I switched to 1X10 a long time ago, as I liked the simplicity, weight, and silence of that type of transmission. Plus, my frame was a VPP bike which rode like shit in the granny anyhow. But it was a compromise. With N/W rings and the 10-42 cassette, it isn't really a compromise anymore. And direct mount rings are another brilliant yet simple idea. Before, I often wished I had that one extra climbing gear. 11-42 is perfect.
Thus, I find it annoying when Shimano tells us that 1x systems are only for elite athletes, and most of us should be using 2x systems. Shimano tells their customers that the things they want aren't really the best thing for them. SRAM develops new stuff to meet demand. Shimano doesnt seem to understand the market. That arrogance is why SRAM is surpassing them in high end transmissions.
Indexed gear shifting (They were the first to successfully use this and achieved it before SRAM was even founded.)
Shimano freehub spline
Hyperglide (cassette tooth ramps allowing smoother shifting)
Centre-lock rotors
STI shifters
Shadow derailleurs
Clutch derailleurs
Direct mount derailleurs
Dual pull front derailleurs
Hollowtech bottom brackets
V-brakes
Servo wave brake levers
Di2 gears
Smaller things too, like double down shifting and 2 way release on mountain bike gear levers.
Ah, and a 28t direct (spiderless) from Wolftooth for instance will work with this cranks, right?
My new bike has a 2x10 and I'll probably just stick with that rather than convert to a single chainring. The weight penalty is only about 250g and I'm not convinced that a single chainring is really lower maintenance.
Why not put on a normal single ring (say 34t) and a 36/11 cassette which is available from Shimano/Sram already for peanuts and then GET FIT!
Save literally hundreds of Dollars/Pounds you would have spent buying an easier gearing by putting in some training so you can turn a bigger gear!
If you have to get off and push, use this frustration to make you train harder until you CAN push that big gear all the way up the hill. Buying this is the same as those people who want to get thinner by going on a diet where they don't have to make any effort. It's not going to make you faster, it's not going to make you a better rider, its just allowing the rider to be lazy.
$81 for shifter, $231 derrailleur, $313 cassette, $37 11speed chain, and about $100 to adapt whatever hub you've got to the 11-spd version = $762
The real hope here is that it will be OEM and really bring down the price of a full build.
Agreed that $762 is steep even for this "hack upgrade".. better off with the 1x10 options
By the by does anyone moaning about price in every Pinbike article I read own a decent road bike? Every aspect of mtb, group sets included, is 'cheap' by comparison!
All-in-all for $400 msrp you can go 1x10 really easily, take out the 17 in the cassette if you need to put on a 42 tooth and you're all set.
So yeah I basically run X91 on a Superfly.
velomaster.net/image/cache/data/oborudovanie/img2514_18467-1500x1500.jpg
SRAM? No thanks!
hubstripping.wordpress.com/geared-hubs-vs-derailleur
These wouldn't exist without SRAM.
Without SRAM to copy, we'd all be riding Shimano Dual Control shitter/brakes and Rapid Rise mechs.
If you like the new XTR M9000, you should thank SRAM.
If you need more that a 30T/40T for 95% if your climbing, you shouldn't even be thinking about buying any kind of a group like this anyway.... You should be busy pounding hills....
well,
f*ck the beginners