XO Eagle Transmission DetailsCranks
After months of hype, leaks, rumors, and speculation, SRAM's new Eagle Transmission has officially launched. It's an entirely new 12-speed electronic drivetrain, free of any wires, derailleur hangers, limit screws, or B-tension adjustments. Three groupsets are being released today – XX SL, XX, and XO.
For a comprehensive deep-dive into how Transmission came into existence, as well as a breakdown of the differences between each model, be sure to check out Ralf Hauser's article here
This review is focused on the performance of the XO drivetrain, which I've spent the last 6 months using and abusing. During that time period, I racked up over 1,000 miles (1609 km) and 175,000 vertical feet (53,340 m) of climbing over the course of 65 rides. Those miles included lots of rain, more snow than I would have liked, and a healthy dose of magical hero dirt to round things out.
XO Eagle Transmission Details
• 12-speed, 10-52 tooth cassette
• Direct mount, wireless electronic rear derailleur
• Flattop chain only
• Requires UDH compatible frame
• 55mm chainline
• Forged aluminum cranks w/ optional bashguards
• Price: $1,599 USD (cassette, derailleur, cranks, shifter, chain, batter, charger)
The new aluminum crankset is likely the most eye-catching part of the new groupset, thanks to a cutout in the center of the forged arms, and a polished finish that keeps them looking fresh even after being ridden in gritty mud. The chainring mounts with 8 small bolts (yes, 8 – swapping rings isn't the quickest procedure), and there's an optional bash guard that bolts directly to the chainring in either a single- or double mounted configuration. If you choose to run half of the bashguard, just make sure it's on the bottom of the ring when the cranks are in your preferred pedaling position (left foot forward or right foot forward), since that's when most impacts would occur.
Most of the new drivetrain isn't backward compatible, due to the T-Type chain and cassette design, but the cranks and chainring will
work with non-T-Type Eagle chains. Weight: 530 grams without a chainring. Price: $300. Cassette
The cassette maintains the 10-52 tooth gear spread found on SRAM's Eagle drivetrains, but the spacing between the largest gears has been changed in order to make the jumps less drastic; the final two tooth counts goes from 44 – 52, compared to 42 – 52.
All of the cassettes in the Transmission lineup have the same architecture – the largest three cogs are pinned on, and the nine smaller cogs are machined out of one piece of steel. The 52-tooth cog is aluminum on all the casettes in order to save weight (the XX SL gets 3 aluminum cogs for even more weight savings).
Speaking of weight, the XO cassette checks in at 382 grams, and retails for $400 USD. Chain
The XO chain has a black finish that SRAM calls 'Dark Polar', and it has a PVD (physical vapor deposition) coating to ward off corrosion and improve its lifespan. Compared to the XX chain, the XO is a little heavier due to the use of solid rather than hollow pins, and it doesn't receive the extra-long lasting 'hard chrome' finish of its more expensive sibling. The XO chain weighs 256 grams and is priced at $100 USD. Derailleur & Shifter
The heart of the T-Type drivetrain is the new wireless electronic derailleur. It's mounted directly to the frame, occupying the spot where a Universal Derailleur Hanger (UDH) would have been in the past. It's powered by the same batteries used on SRAM's previous AXS derailleurs, although a new shifter design has been added to the mix. The previous shifters are still compatible, bringing the total number of options up to three. The $150 shifter weighs 51 grams and is powered by a CR2032 battery.
When looking at the derailleur from the back of the bike the lower cage appears to be bent. But don't go grabbing a wrench and trying to straighten things out – it's supposed to be that way. SRAM calls it the 'Inline Cage', and the design is supposed to keep the chain pointed towards the front chainring no matter what gear the derailleur is in. The derailleur (with battery) weighs 479 grams and costs $550. At that price it's a very good thing it's designed for durability. Installation
I've had this Transmission installed on two different bikes over the course of the test period. It started out on a Specialized Stumpjumper Evo, where it was pre-installed by a SRAM technician. After a few months with the drivetrain on the Stumpjumper EVO my tinkering tendencies got the best of me, so I decided to swap it over to a Trek Fuel EX in order to see how the installation process went on my own.
The installation steps are fairly simple, but they are different than a typical derailleur. Even if you're someone who prides themselves on never reading the instructions this is one of those times when at least a cursory glance will be very helpful. SRAM's written instructions make it very straighforward, as does the installation video.
There's no B-tension or limit screws to worry about – instead, the key thing to keep an eye on is that the two marks on the knurled ring and on the full mount of the derailleur (pictured above) are lined up, and that you follow the correct order of operations when it comes to tightening everything down. Chain length is also crucial – SRAM has a list of bikes in their database that can be accessed via the AXS app, or there's a chart that displays the correct chain length depending on chainring size and chainstay length.
Overall, the installation it a quick process, and once the derailleur is in place wheel installation and removal are the same as they are on a 'regular' SRAM derailleur – the cage is extended forward and locked in place to allow wheel removal, and then once the wheel is back on the cage lock is released and the axle is tightened. Performance
I'm going to date myself here, but I clearly remember when bike shops and magazines would publish charts that explained the ideal way to shift. Those were the days of front derailleurs and triple chainrings, back when there was an art to avoiding cross chaining while still finding the ideal gear. The advent of 1x drivetrains made things a whole lot easier, although in some cases you still needed to take care to avoid pedaling hard and shifting at the same time.
With Transmission, there's really no reason to delay a shift. Cranking up a steep hill and need to shift to an easier gear? Go for it – the chain will pop right up into that gear without any disconcerting noises. I purposely shifted as hamfistedly as possible on a number rides, and in all instances the Transmission worked exactly as claimed.
It's a similar experience to Shimano's Hyperglide+ drivetrains, which debuted in 2019 and also allows for shifting under load. The experience isn't totally identical, though, and in a head-to-head battle of Hyperglide+ vs. Transmission, I'd give the edge to Transmission due to the very quick, and very positive feel that accompanies each shift.
I hadn't realized how accustomed I'd become to the ability to shift whenever, wherever, until I hopped back onto a bike with a 'regular' cable-actuated SRAM X01 rear derailleur. It felt dated somehow, requiring more effort and patience to make shifts compared to the rapid, positive 'chunk' that occurs with the Transmission drivetrain. The shifting performance is also noticeably better than the previous Eagle AXS drivetrains, with a much more solid feel when shifting under load.
The adjusted gear ratios on the cassette are also welcome. Previously, there was a 10-tooth jump from the 42 to 52 tooth ring, which was quite the leap, and left many riders wanting something in between. Now the last four tooth counts are 32 - 38 - 44 - 52, which results in a less drastic change at end of the cassette compared to the 32 - 36 – 42 – 52 spread used previously.Noise
One of the complaints that occasionally came up with SRAM's AXS Eagle drivetrains was that there was an undue amount of chainslap noise. The clutch wasn't that strong on some of the derailleurs, and the lack of any housing to resist the derailleur body's backwards motion during an impact exacerbated the situation further.
With Transmission that issue has been fixed – the clutch is strong (and hasn't lost any of its holding power over the last six months), and the derailleur body's fixed position helps keep chainslap to a minimum. It's on bigger impacts, ones where the cage is pulled forward and then returns to its starting position that chainslap is most noticeable, but the overall level of noise and chain control is noticeably better than on the previous AXS offerings.
Behind the scenes of our derailleur dancing choreography session. The derailleur was fine after this, no adjustments were necessary.Durability
I try not to smash the back end of my bike into too
many rocks and roots, but those impacts do happen, especially on tighter trails where veering off line results in quite literally getting stuck between a rock and a hard place.
In one instance, my front wheel washed out on slippery root that was hidden behind a fern. I hit the ground hard with my right shoulder, and the driveside of the bike took the brunt of the impact. Despite being smashed directly into the ground and covered in dirt the derailleur didn't need any adjustments, and once I'd re-composed myself I was able to keep on riding without doing any trailside repairs.
That was the most dramatic incident, but there were plenty of other moments where it was scraped against rocks, banged against stumps, or subjected to other impacts that could have damaged it... but they didn't.
I've seen comments raising concerns about the possibility of the derailleur breaking a frame due to the lack of a sacrificial hanger, usually followed closely by the conspiracy theory that SRAM got rid of the hanger to sell more expensive derailleurs. In both cases, I'd say those worries are unfounded. The way the derailleur is mounted means the frame is well protected from an impact – it's braced on both sides, and connected to the axle system, which greatly reduces the amount of leverage the derailleur can put on the frame. The force required for the derailleur to affect the frame would be extraordinary, the type of hit that would likely rip a traditional derailleur clean off and shove it into the spokes.
In addition, the derailleur is serviceable – the parallelogram link, skid plate, and cage can all be replaced separately, allowing riders to refresh their derailleur without needing to buy a whole new one.
As for battery life, I'd typically check to see if the light on the derailleur was green or red once a week and charge accordingly. The battery life is said to be a little less than the 20-hour run time of the previous AXS drivetrain, but in practice I didn't notice a dramatic difference.Weight & Price
As with most new technologies, the initial price of entry tends to be on the higher side before it eventually trickles down to more affordable pricepoints. The XX SL, XX, and XO groups are the three top tiers in SRAM's lineup, but as we've seen in the past a GX version will likely hit the market sooner than later.
At $1,599, the price of a complete XO group certainly isn't cheap – that's around $200 more than Shimano's XTR 12-speed group, and more than double the price of an XT groupset. I realized that comparing the price of an electronic drivetrain to a cable-actuated one is bordering on apples-to-oranges territory, but Shimano doesn't currently have a 12-speed electronic drivetrain for mountain bikes without motors.
When it comes to weight, the XO groupset is within a few grams of a Shimano XT groupset. It ends up being around 40 grams lighter if you subtract the weight of a derailleur hanger and the cable and housing that XT requires. The XO cassette is 88 grams lighter than an XT cassette; the main weight difference ends up being at the derailleur due to the XO's battery and tiny motor.
That's a welcome step
I have an original, at least 6-7 thousand mile 11-speed NX that hasn't ever needed anything but a new chain. Meanwhile, my 12-speed GX Eagle has essentially been entirely replaced bit by bit in the course of half the mileage.
I don't even want a stupid 12-speed, my legs only care about the range. Reliable, overbuilt, 10-speed with essentially the same range for way less money please, and thank you Shimano Linkglide. Shoutout to Microshift for opening up the industry to the market for reliable drivetrains.
Parallelogram link $99.99
Skid plate $69.99
Yeah it took me 3-4 months to get hold of 2023 Pike Decals
SC also ditched Fox forks in favor of Rockshox, clearly SRAM knows what they're doing regarding OEM pricing and of course that kind of technlology is not going to be cheap for a little while.
Also I’ve been waiting to buy Maxima Dynamic Heavy. Not been in stock since September when I started looking for it.
The Maxima site references Dynamic Light as a replacement for 0w-30 on the Dynamic Heavy product page.
Light is for the lowers and Heavy for the air chamber
I always use Castrol 15w in the air chamber (about 3cc) and lowers.
I don’t think it’s that big of a deal what exact weight is used myself, but I appreciate you may want to get it exactly to spec.
Gearboxes could theoretically be the end-all drivetrain if they land on a universal bottom bracket mount for them. They would easily outlast nearly any other component of your bike, instead of 4 derailleurs a decade we could be buying a single gearbox and moving it between bikes, like trucks on a skateboard.
I'll sacrifice watts and weight for durability any day, because the more time I spend riding and not fixing my bike/ spending money on it the happier I'll be. In my opinion, that makes them useful in the dry.
Weight: Yes it weighs more but has a fraction of the unsprung mass so your suspension will perform better.
Price: Yes it costs more but you won't break it, nor will it fall apart on its own, whereas traditional systems are practically expendable.
Drag: Yes, but not as much drag as a traditional system on a muddy ride.
Load-Shifting: You can't, but instead you can shift infinitely and very quickly if you stop pedaling a split second. Plus, load-shifting literally killed one of my Eagle drivetrains, so arguably traditional systems (particularly 12-speeds) are actually quite bad at load-shifting.
there's nothing overcomplicated about traditional drivetrains, and everything about gearboxes... just deal with it - gearboxes are not the solution for human powered bikes and never will be
Fashion over weight plays a part too - tons of MTB parts have performance or lifespan compromised because they're chasing weight savings. Having just 20cc of oil in a fork leg and creaky crowns are just two examples that spring to mind.
It's obvious that having your gears on the outside of a bike that's designed to be used in dirt and mud is probably not the best solution.
But it is what it is. I doubt gearboxes will take off as long as Sram and Shimano are involved. Will they turn out to be the Nokias of the cycling world? No probably not. It would take an outside player with serious clout to change the landscape. Maybe that will come from ebikes.
I'm not talking about mud clogging it, I'm talking about mud wearing everything out, which would not happen with a gearbox. That's a fact.
Ebikes are even worse. They chew through the little sprockets of cassettes in no time.
Oh well, too practical and too reliable for mountain bikers I guess.
Instead, you shift the cassette’s design/shape/ramps/pins/whatever determine when the chain will actually move over.
Could be wrong though ¯\_(ツ)_/¯
This video - youtu.be/TUE62XCZvks?t=219 - also seems to suggest that there is a slight delay if you do multiple shifts, although it does seem to confirm your theory that the shift window is more mechanical than computer controllers. The firmware might just add delays between shift attempts which would be easier to do than tracking the cassette.
Pure speculation, to be clear,
- cassette clocking is impossible. Would need some feedback to make that happen and there is none. Shift smoothness is a function of the cassette design/ramps. This new system has better ramps and a new chain design.
- the delays are the latency of the request to move, and the fact each move is one gear change. You push button once - motor accelerates, travels needed rotations, and then decelerates. You push twice (or press and hold), it does that sequence twice and needs a pause between to ensure position accuracy. Two gear shifts are not one swift move.
The only thing I can't decide: is it a stepper motor with limit switches at each end of travel? Or a *servo* with an encoder. Given this new version does away with limit screws, I'm betting on stepper with reed switches at each end of travel. Either way, putting torque sensing in is highly unlikely due to weight/packaging/cost/power consumption.
Im not sure id pay $1500, but I would pay good money for a more reliable, consistent and durable drivetrain.
I don't know why any one needs 12 ratios, it's the range that counts? I find 12 speed extremely annoying, going from climbing to descending, as I do every ride, sometimes you have to shift down 8 or more gears? Completely pointless.
If they put all the latest technology into a top draw 9 or 10 speed with wide range, it would clean up.
EDIT: The cable also comes out of the derailleur and into the pinch bolt at a ridiculously sharp angle. This has led to snapping inner cables like crazy. I had one last only a month because of this design flaw...
Spot on. I run the 11-48 advent X, but used to run a sunrace 11 speed before I went to microshift, because of exactly that issue. The last couple of jumps on the 11-46 shimano cassette were ridiculous.
Everyone is now
Making UDH compatible frames?
Here’s kinda how I did it. Kelowna was too $$. Moved to 100 Mile and bought for $350. 17.5k down. Sold within 5 years for $950k to everyone moving up from the coast during covid. Took $750 and bought a 2.5 bed place in Squamish for $920,000 = $600 mortgage payments. Rent it out at $3300/mo. Now the place is worth 1.1M.
Pssh, don't be cheap. XX SL is $150.
Sure the chain will last you forever, but you'll be paying for it on every pedal stroke up that long sucky fire road climb.
Other than the ridiculous cost this actually looks pretty sick IMO.
Also, obviously, i'm joking. I'd be happier if they acknowledged that problems happen, and actually talked about failure modes. maybe it's just that strong, and we're all worried for nothing, but I wouldn't be suprised if they start talking about it in at the release of the next version if a lot of horror stories happen, or uptake on this will be about as much as it was when Shimano tried to do the same thing about 15 years ago, aka, essentially ignored by bike companies.
Though certainly, there are more UDH bikes on the market already, than there ever were bikes that supported Shimano direct mount.
Then I bought a GX (cable) derailleur, hit a rock, derailleur stopped shifting right and the hanger was straight.
I can't afford any more derailleurs so I just bent one of the hangers I have to make the GX shift well. So far so good, haven't broken it for a while now.
You know why it was on my mind? because i had a friend tell me it happened to them 2 days ago. and no, the frame didn't die. people make mistakes, axles end up loose.
If the axle is now a load bearing member in the derailleur attachment system, then it's at least a reasonable question to ask, if now instead of a hanger bending, my axle is going to bend, or the load will exceed the strength of the threads, especially in aluminum. It's almost as if... I'm a machinist and have actually seen things fail in this exact way in real life. weird....
Energy doesn't disappear. if it's not being dissipated by a breaking hanger, then it's going somewhere else.
edit: and anyway, my larger point wasn't about specific failure modes. it was about removing a part known to be a sacrificial component, and not even really even speaking about how that changes the system.
(a) You would be surprised what rolls in, " I was just riding along and ...."
(b) Not true, " I was just riding along and then a 2" diameter stick just jumped out of the woods and lodges itself there"...
This seems like a design put out by a team who doesn't pay for their bike stuff and isn't old enough to remember when rear triangles on our hartails in the 90s got damaged while just riding along...Something is going to gives and my 500$ derailleur or my 1000$ rear triangle ( that will be impossible to find on 2-3 years) is not the correct answer. Shit happens out on the trail and more then once in my lifetime a hanger has saved the derailleur and the rear triangle ( and on occasion when I have the spare on me, the ride).
The derailleur hanger solved a problem that shouldn't have existed in the first place (derailleurs being super fragile and protruding outboard with ridiculous loops of cable). If you minimize how much the RD protrudes outboard, and make the outboard part of the RD beefy enough to jump up and down on, and integrate it with the axle structure, 99% of those problems disappear. Hell even with standard RD mounting, ever since Shadow+ came out I barely have problems, and I used to kill RDs/hangers every season. I still have a working X9 Type 2 mech with thousands of miles on it. And it was ridden on the east coast with twigs all over the ground.
2" diameter sticks will continue to wreck chains, spokes, and cages, just like they do with standard RDs. But there is basically zero chance of a stick wrecking your frame with this new design because it would have to snap your axle first. The cage will bend and the chain will snap long before the axle shears off and allows the dropout to get twisted. I 100% agree that the cost is ludicrous and would never buy it for myself, but if this mounting system comes down to the GX/NX price point (or better yet, Shimano comes up with something similar on CUES/Deore) I'll be all over it.
edit: this is painful to watch fyi.
I totally agree with you about the insanity of spending $500 on a derailleur. But keep in mind that this group is X01 AXS level - if we're comparing list prices apples to apples, this RD is $550 and a current X01 AXS RD is $538 (full price) - so we're only talking about a $12 difference vs the hanger-mounted RD. Overall most of this pricing looks similar to current X01 AXS stuff (other than the $100 chain - f*ck that, that's completely insane).
From looking at the Transmission RD (and at list pricing), it doesn't look like there's anything inherently expensive about the direct mount interface, and IMO it solves several problems without really creating any big new ones. If this trickles down to GX mechanical price points, I'd happily pay a little extra (probably $10-20 based on these prices) to eliminate the hanger and all the alignment issues it creates, get a bulletproof upper assembly, and have the cage and parallelogram parts be easily replaceable.
Honestly my biggest worry with this tech is that it definitely looks like it's designed to be electronic from the ground up. I'm wondering if they'll even bother going mechanical with it. Another review (escape collective) talks about how the software basically speed-limits shifting to prevent breaking chains/teeth... which is super cool, but not something you can really do in mechanical without getting rid of multi-shift. I guess time will tell.
Let's destroy frames instead of derailleur hangers ♂️
But yes, I agree that big impacts are rare nowadays, which IMO is all the more reason to get rid of the hanger and all the slop it creates (esp for 12 speed). I also agree with buying frames from companies that support their products, for sure.
I'm currently broke though so I just bend the hangers to offset the bend on the derailleur.
I'll take two.
Also, stop the auto play finally!
Headset cable routing. Pinkbike: "We've noticed the comments..."
Autoplay video. Pinkbike: "..."
"Well son, the air was clear, you could eat fruit you picked from a tree, the rivers were clean & fresh"
"But not any more?"
"No son, Im afraid some people wanted electronics on everything, we hollowed out the earth & poisoned it all- because dentists didnt like cables on their man toys"
eh... can they just make a baby with the best of both?
What I really wish is for SRAM to release an 11sp cassette with 10-44/45. My fat bike has 11sp GX and an XD driver unfortunately and I've read mixed reviews on the 3rd party XD 11sp cassettes that go to 46T. Too expensive to switch over to Shimano for what it is.
Standing on the axle to show how stiff the derailleur is? Please. Stand on the lower pulley wheel until it’s into the spokes and show me that Yeti surviving that. Direct mount. What’s old is new again.
Should drop out of engineering school now and switch to the pre-med track I suppose. That, or start machining my own derailleurs
I'm Shimano till I die,
Shimano till I die,
I know I am I'm sure I am,
I'm shimano till I die.
Fusion is 30 years out man...
I'm all for products being stronger and less likely to end up in the landfill but the bike industry will likely change standards before you can get your money's worth (vs XT) out of this derailleur.
Are people really breaking this many derailleurs? I think I may have broken one in like 5 years and I ride east coast rocks and at bike parks all the time, I've bent some hangers and scratched some up but not often am I totally destroying one.
Maybe try making sure you're not on the biggest cogs before descending.
Simply put, it may be near impossible to eliminate enough of the drag to make gearbox systems scale. But I'd love to be wrong!
Gearboxes are certainly the future, it will just take years of refinement.
Listen, I am not saying that gearboxes cannot be greatly improved. Advances in materials science, design and manufacturing are likely to radically improve their performance over time. That said, there are fundamental issues with the form factor, including faster internal cog rotation (because of size constraints) and chain rotation which introduce significant friction. As of today, pinion systems are ~90% efficient when compared to standard transmissions. There is no way I am giving up 20-30 watts in exchange for the modest advantages of a gearbox.
If you can get that number down to ~5 watts (97.5% efficiency relative to standard drivetrains), I'd be interested.
Hopefully Shimano doesn't follow SRAM, and I will happily stay with my dinosaur cables and derailleur hanger (that weight less, cost less or the same, and operate identically as far as I'm concerned). Otherwise, I will definitely take another look at Microshift. I like their philosophy of fewer gears with nearly the same range.
I've seen this shit happen so many times, that does not give me any confidence that people won't be breaking frames left and right with this system. There's a good reason why the industry went away from direct mount in the first place.
The sort of heavy angled/torqued hit that rips off a derailleur into the spokes does happen, and right now results in a new hanger, a repaired or more likely replaced derailleur, and some wheel work. What it doesn't do is result in the frame being toast. The hanger is designed to be replaced - it has one job, to take that force from impact and bend/break at a certain load.
A static load test standing on the thing is absolutely nothing like a real world heavy hit, and that force has to go somewhere...
Maybe I'll be proven wrong, but I'll let the early adopters find out first.
really excited to try those XT brakes now that they've fixed wandering bite point.
PB editorial: this is literally a game changer.
PB comments: no likey (I cant afford it)
I'm willing to spend a few dollars on my hobby. My other bikes has $1200 XX1 AXS.
-$10k bike owner who downvoted you for sounding smug and having 5th grade level verbal jiu jitsu.
Also, I do not believe SRAM knows what a transmission is.
That crank looks really ugly, it must’ve been designed in the darkness
meanwhile shimano releases something actually useful
Conversely to the new SRAM stuff, I could see how THAT would be a useful improvement.
Hope's "study" suggests gravity oriented benifits during descending and sort bursts of pedaling, which makes sense. But sweet spot is just another way of saying one size fits all, which seems foolish to say for any component that impacts bike fitment (and consequently sustained pedaling ergonomics)
I know what the science says about shorter cranks, but every time I have tried them I feel less balance from the shorter distance while coasting dh, with the pedals at 3 and 9.
172-175 are my preferences, 5’10/11, 32” inseam…
Does anyone know if the road/gravel flattop 12-speed chains will be compatible with the mtn bike 12-speed flattop? Because there is already a $30 flattop chain (rival), which is nice.
um Di2? ;-) sure its for road bikes, but they definitely have a 12 speed electronic drivetrain for bikes without motors.
XX $2050 www.jensonusa.com/Sram-XX-T-Type-AXS-Eagle-Transmission-Groupset
I would also be happy with Rival AXS but I wish there were a mechanical Rival 12 speed. MY road bike is mechanical 105 11 speed. I can't really afford to spend on Rival AXS. Having ridden Apex, I'm not impressed.
I get it with front derailleurs, but I can't see how a rear derailleur ever has to shift under load. By all means, let the flaming commence...
Considering how weight conscious the bike industry is, why are we still dangling the transmission off the rear wheel?
Us XC weenies need to know. @mikekazimer @henryquinney
Also... will there be an AXS Dropper SL anytime soon ???
But shifting...we need a review that uses the new cassette/chain and the old AXS derailleurs to compare. How much of this shifting performance is coming from the all-new chain, and new narrow-wide cassette teeth? And how much is coming from the stiffer direct-mount derailleur?
If it's anything like the Hyperglide+ system, I bet you a large majority of the shifting performance improvement is coming from the cassette/chain. NOT the derailleur.
And, not all weight is the same. Jamming all the weight into the derailleur then quoting 'system weight' misses the point that electronic shifting all ends up as additional sprung mass hanging off the back of the bike. It'll impact suspension performance.
I've sent them back to sram multiple times trying to get them to fix it (which i would happily pay for )so i don't just throw it in the bin but the clutch has never come back good again so i just chuck it in the bin.
Anyone else sicknof global release dates where your entire feed is chock full of the same shot from 25 differemt outlets with the same article they've sat on for 10 weeks?
Boost chainline is 52mm, with the cassette moving outwards by 2.5mm this results in a 54.5mm chainline(55mm is what sram is saying is optimal)
Super boost chainline is 55-56.5mm, with the cassette moving outwards by 2.5mm this results in a 57.5-59mm chainline.
SO if super boost w/ transmission works with 55mm chainline(57.5-2.5=55), then that means regular boost w/ transmission should work with a 52.5mm chainline(55-2.5=52.5)...
This is nitpicking half millimeters but what I'm getting at is it seems like 52mm chainline bikes with UDH should work just fine with transmission. No need to get new cranks.
If the jockey wheels are flat top only I assume they could be swapped. I ask as the main benefits seem to be from the UDH mount which might increase strength, shifting precision + decrease chain slap.. the flat top chain + cassette + shifters seem to be a small benefit to overall performance.
Except it's not the cable actuation that's making a difference, it's the cassette and chain. Proven by the later comparison to Eagle AXS.
C”mom SRAM! If I want the Shimano look, l’ll get myself some Shimano.
Would love to see a mechanical version. Just for the lever feel of it
Thanks for the review Henry, lovely
If this kind of r&d cost can’t scale to more attainable price points, it won’t benefit the vast majority of riders. That kind of engineering allocation can either grow a sport or kill it.
Hopefully SRAM stuff down to NX level (which at this point is hot garbage) will benefit, even if it’s not electronic.
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It’s a HELMET for your DERAILLEUR!
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recharging every 2-3 rides sucks. we all have friends on axs that end up with a spare batt in their pocket because theyve been bit by it before, or they basically charge daily to be sure. all that for little real world difference other than easy of install.
the only improvements i see:
- no hanger
- flat top chain
- cool jocket wheel
worth the price and having to deal with batteries? in my eyes absolutely not ... heck if at least it had di2 battery life. but tbh 1x is so reliable i dont really get the point of batteries.
Cabling through headset is not a good move.
I hope product supports 9-12 gears.
It'll be possible with a simple software update.
(They'll also sell the cage and pulley separately)
Then I'm willing to use it !!
The advantage? Very unclear. One can forget the claim that this shifts better than yesterday's SRAM (or Shimano), it is just fluff, not to mention that Bike Rumor says that Transmission shifts SLOWER than Eagle AXS. What else? Strength? That again has nothing to do with the shifting system?
So ... go ahead? spend $1600 for nothing?
If you "choose" to do this and you don't "make sure", you are an idiot and deserve to f*ck your shit up.
other then that looks dope, waiting for GX version
And those prices.....some people must love wasting money on such small "gains"
Just get a bike that supports UDH. Then you have the choice as normal.
Skepticism over this new system is totally understandable - I'm very curious to see how it fares once more people get on it in the real world. In my experience, and in talking to other test riders, it definitely works as intended.
People are talking about the leverage forces exerted on the frame/axel when the derrailleur cage gets snagged on something. Standing on the axel proves nothing except your lack of understanding of basic physics.
Go stand on the cage, both of you. i'm waiting...
FYI, instead of paying the Aussie retail price for the XO1 kit, I can get a GX mech kit which can also take a hiding, and I can also buy a return ticket from Aus to YVR for the same money.
If, on the off chance I did break something like a new XO1 derailleur, replacing one of those will cost 1kAUD at a minimum.
I'm sorry but I have really read your entire review and it honestly doesn't provide me with a single reason to believe that the new SRAM stuff could in any way improve my enjoyment of riding my bike.
Shimano people: "I wonder when that chain I need won't be backordered anymore."
I wonder if we can sneak that new AXS on a shimano drivetrain?
XTR Di2 12speed UDH only too? or non UDH only! XTR Mechanical too?
the mechanism by which power is transmitted from an engine to the axle in a motor vehicle.
But here with these new Transmission components, what you're saying is that even though the system is designed around positioning the chainring 55mm from the frame's centerline, the way that lines up with the cassette is essentially the same as the prior 52mm chainline?
I guess why I said what I did is it feels a little scummy for SRAM to be able to influence frame design in such a way that only they will benefit from as far as new derailleur tech goes. They sure as shit aren't making the direct mount design open source so those who prefer Shimano won't benefit from the advance to direct mount. It feels like market manipulation.
Reminds me, I need a new spare $40 hanger for my non UDH frame...