SRAM GX Cover

What is the ideal mountain bike drivetrain? Well, that depends largely on who you ask, but it also varies greatly depending on what they’re riding. What works for an elite level athlete will likely not be the same system that works for your average weekend warrior. Throughout their most recent product releases, SRAM has invested heavily in the 1×11 concept which continues to gain traction. Lighter weight, no front derailleur, and a consistent chainring placement for bike engineers are all good things.

Realistically, having all the technology in the world won’t help you if your legs can’t push your bike up the next hill. While still banking on the 1×11 concept for a large portion of riders, SRAM is introducing an all new group that will have you ‘riding your way’ with their most affordable 1×11 group, plus an all new 2×11 drivetrain, and new 2×10 options as well…

SRAM_MTB_GX_Cassette_XG1150_Side_L

SRAM_MTB_GX_RD_11sp_Side_Red_L SRAM_MTB_GX_Shifter_2x11sp_Side_Red_L

 

Depending on who you ask, the new GX 1×11 group should be one of the highlights of the new product line. Using almost all of the same technology as X1, X01, and XX1, GX(1?) brings 1x drivetrains to a new level of affordability.

SRAM Gearing advantage

Regarding the gearing of 1x drivetrains, SRAM is quick to point out that they still offer the widest gear range in a head to head battle with Shimano. Of course, that wider gear range with the same number of gears will mean wider jumps between each individual cog. Ultimately the rider will have to decide what’s most important – short jumps making it easier to find the right gear for your cadence, or having the widest range of gearing possible.

SRAM_MTB_GX_Crank_1400_1x11sp_32t_Side_Black_L SRAM_MTB_GX_Crank_1000_1x11sp_32t_Side_Black_L

Admittedly, the star of the new GX 1x group would have to be the cassette. Don’t get us wrong, the SRAM X-Dome cassettes are works of art, but when you’re talking about a wear item, anything over $300 can be hard for a large portion of consumers to swallow. To us, that’s why the new XG-1150 Full Pin Cassette is so exciting. Sure, it’s over 80g heavier than the X1 cassette (394g claimed vs 313g actual) , but it retails for just $144. That’s less than half of the price of an X1 cassette. To get the price of the cassette down to a more affordable level, the XG-1150 10-42 relies on a full steel construction with each cog held in place with 123 total stainless steel pins. The cassette still uses an open design for excellent mud shedding and offers the same gear range as its higher end siblings, just in a price most of us can afford.

Considering a GX 1x group can be retrofitted for just $302 for the shifter, rear derailleur, and wide range cassette, or $573 for the entire group, we expect to see a lot more of SRAM 1x drivetrains at the trail head. For reference, the cassette alone for the X1 group just one model up sells for $313. Other than using a SRAM PC-X1 chain, the GX 1x group includes all of the parts to make up a complete drivetrain including a fixed spider and removable spider crankset.

Inter-compatible with other SRAM 1x groups, the Full Pin cassette still utilizes the SRAM XD cassette body, and the cranksets will have Boost 148 compatible options.

GX 1x CRANKSET

  • Open Core Technology AL (GX-1400 Crankset)
  • 6000 series AL (GX-1000 Crankset)
  • CNC machined 7075, two-tone anodized X-SYNC chainring (30-32-34-36-38)
  • Bottom bracket configurations: PressFit 30, BB30, GXP, and PressFit GXP
  • Chainring guard option
  • Crank lengths: 175, 170
  • Colors: Black, Red
  • 24 and 30mm options
  • Boost 148 compatible
  • Technologies: X-SYNC
  • Weight: 680g (GX-1400, GXP, 175mm, 32t); 720g (GX-1000, GXP, 175mm, 32t)

GX 1×11 X-HORIZONREAR DERAILLEUR

  • X-HORIZON design reduces shift force, ghost shifting and chain slap
  • 12-tooth X-SYNC pulley wheels
  • Large upper pulley offset automatically adjusts chain gap
  • Sealed cartridge bearings
  • Aluminum cage
  • Colors: Black, Red
  • Technologies: X-HORIZON, X-ACTUATION, X-SYNC, ROLLER BEARING CLUTCH, CAGE LOCK
  • Weight: 265g

GX 11-SPEED TRIGGER SHIFTER

  • SRAM 1x X-ACTUATION for precise and dependable 11-speed performance
  • Multi-position mounting
  • MatchMaker  compatible
  • Aluminum pull lever
  • Discrete clamp
  • Colors: Black, Red
  • Technologies: X-ACTUATION, MatchMaker  Integrated
  • Weight: 122g

XG-1150 FULL PIN CASSETTE

  • 10-42T range
  • XD driver body compatible
  • Technologies: FULL PIN™, XD™ driver body, JET™
  • Weight: 394g

 

SRAM_MTB_GX_RD_2x11sp_Side_Black_L

 

SRAM Gearing advantage 2

SRAM Gearing advantage 3

The other really big news is the introduction of a 2×11 drivetrain that utilizes the SRAM wide range cassette. That cassette part is key – it required a completely revised rear derailleur to be able to handle the chainwrap and capacity, but it also provides some of the widest range mountain bike gearing available. Shimano’s 3×11 XTR drivetrain (22-30-40 x 11-40) is missing from the chart, but you get the picture. If SRAM’s 1x drivetrains don’t offer a wide enough gear range, the new GX 2×11 should have you covered.

In order to make the 2×11 drivetrain work with the current 10-42 cassette, the rear derailleur had to move away from the X-horizon design in favor of a more traditional slant parallelogram. Still using their X-Actuation 11 speed shift indexing, the derailleur uses a new Type 3 Roller Bearing Clutch and continues the use of Cage Lock.

GX 2×11 REAR DERAILLEUR

  • X-ACTUATION for precise and dependable 11-speed performance
  • Focused chassis design for all conditions and usage
  • 10-42 wide range cassette compatible
  • Colors: Black, Red
  • Technologies: X- ACTUATION, ROLLER BEARING CLUTCH, CAGE LOCK
  • Weight: 289g (long cage), 286g (medium cage)

SRAM_MTB_GX_Shifter_11sp_Side_Red_LSRAM_MTB_GX_FD_2x11sp_LC_TopPull_Side_L

SRAM_MTB_GX_Crank_1400_2x11sp_36-24t_Side_Black_L SRAM_MTB_GX_Crank_1000_2x11sp_36-24t_Side_Red_L

With the addition of 2×11, comes SRAM’s first left hand 11 speed trigger shifter which is a dedicated 2x system. You may have thought you had seen the last of SRAM front derailleurs (at least for 11 speed), but there it is. An X-Glide, X-Actuation front derailleur. Initially, GX 2×11 cranksets will only be available with a 36-24 gearing but that will probably change in the future.

GX 2×11 CRANKSET

  • Open Core Technology AL (GX 1400 Crankset)
  • 6000 series AL (GX 1000 Crankset)
  • X-GLIDE 2×11 shifting technology
  • Chainring option: 36-24
  • Bottom bracket configurations: PressFit 30, BB30, GXP, and PressFit GXP
  • Chainring guard option
  • Crank lengths: 175, 170
  • Colors: Black, Red
  • 24 and 30mm options
  • Boost 148 compatible
  • Technologies: X-GLIDE
  • Weight: 727g (GX-1400, GXP, 175mm); 774g (GX-1000, GXP, 175mm)

GX 11-SPEED FRONT DERAILLEUR

  • Wide range 2×11 systems with X-GLIDE front shifting technology
  • High Clamp, Low Clamp, High Direct Mount, Mid Direct Mount, Low Direct Mount
  • Dedicated top and bottom pull
  • Technologies: X-ACTUATION, X-GLIDE
  • Weight: 123-153g

GX 2×11 TRIGGER SHIFTERS

  • Dedicated 2-speed and 11-speed trigger shifters
  • X-ACTUATION for precise and dependable 11-speed performance
  • Multi-position mounting
  • Aluminum pull lever
  • MatchMaker  compatible
  • Colors: Black, Red
  • Technologies: X-ACTUATION, MatchMaker  Integrated
  • Weight: 242g (per pair)

SRAM_MTB_GX_Grip_Shift_11sp_Red_Side_L SRAM_MTB_GX_Grip_Shift_2x11sp_Black_Side_L

Whether you choose to run 1×11 or 2×11, both groups will have Grip Shifters as an option. Sold either as a single unit or the set, the shifters use most of the same technology found on other 11 speed Grip Shifts.

FEATURES / BENEFITS

  • SRAM 1x™ X-ACTUATION for precise and dependable 11-speed performance
  • Full metal, 11-speed indexing keeps shifting crisp and precise with Grip Shift
  • Three rows of ball bearings provide zero friction or play—reducing the force needed to shift and promoting long-term performance under all weather conditions with Grip Shift
  • Once the Grip Shift shifter and grip interlock securely, forged aluminum clamps on either end reinforce the assembly by locking tightly to handlebar
  • Colors: Black, Red
  • Technologies: X-ACTUATION, SPEED METAL, ROLLING THUNDER, JAWS
  • Weight: 144g/286 per pair

SRAM_MTB_GX_RD_2x10sp_STD_Side_Black_L SRAM_MTB_GX_RD_2x10sp_Side_Black_L

SRAM_MTB_GX_FD_2x10sp_LC_TopPull_Side_LSRAM_MTB_GX_Shifter_2x10sp_Side_Black_L

SRAM GX Chart

Finally, there is the new GX 2×10 group. Essentially a replacement of SRAM x7 (assuming GX 2×11 is a replacement for X9), GX 2×10 gets a facelift over the previous generation and a few new tweaks. Relying on the current SRAM PG-1050 and PG-1030 cassettes, the GX 2×10 will not benefit from the wide range of the 11 speed cousins, but this is clearly the most budget friendly option in the group.

SRAM_MTB_GX_Crank_1200_2x10sp_38-24t_Side_Black_L

SRAM_MTB_GX_Crank_1200_2x10sp_36-22t_Side_Black_L SRAM_MTB_GX_Crank_1200_2x10sp_34-22t_Side_Black_L

SRAM_MTB_GX_Crank_1000_2x10sp_36-22t_Side_Black_L

 

GX 2×10 CRANKSET

  • 6000 series AL (GX 1000 Crankset)
  • X-GLIDE 2×10  shifting technology
  • Bottom bracket configurations: PressFit 30, BB30, GXP, and PressFit GXP
  • Chainring options: 38-24, 36-22
  • Chainring guard option
  • Crank lengths: 175, 170
  • Color: Black
  • 24 and 30mm options
  • Boost 148 compatible
  • Technologies: X-GLIDE
  • Weight:799g (GXP, 175mm, 36/22)

GX 10-SPEED FRONT DERAILLEUR

  • 2×10 systems with X-GLIDE front shifting technology
  • High Clamp, Low Clamp, High Direct Mount, Low Direct Mount, Mid Direct Mount
  • Dedicated top and bottom pull
  • Technologies: X-GLIDE, EXACT ACTUATION
  • Weight:134-161g

GX 2×10 REAR DERAILLEUR

  • EXACT ACTUATION for precise and dependable 10-speed performance
  • Cage lengths: Short, Medium and Long
  • Color: Black
  • Technologies: EXACT ACTUATION, DIRECT ROUTE, ROLLER BEARING CLUTCH, CAGE LOCK
  • Weight:302g (long cage with ROLLER BEARING CLUTCH)

GX 2×10 TRIGGER SHIFTERS

  • Dedicated 2-speed and 10-speed trigger shifters
  • SRAM’s 2×10 EXACT ACTUATION for precise and dependable 10-speed performance
  • Multi-position mounting
  • MatchMaker compatible
  • Aluminum pull lever
  • Color: Black
  • Technologies: EXACT ACTUATION, MatchMaker Compatible
  • Weight: 246g (per pair)

2×10 CASSETTES

PG-1050

  • The PG-1050 cassette benefits from SRAM’s long history and expertise in developing cassettes. With its simple and reliable construction, it is the perfect cassette for the SRAM GX rider.
  • Gear Ratios: 11-32, 12-32, 11-36, 12-36
  • Technologies: PowerGlide II
  • Weight: 299g (11-32T)

PG-1030

  • PowerGlide technology provides super-smooth shifting between gears
  • Gear Ratios: 11-32, 11-36
  • Durable nickel chrome finish
  • Technologies: PowerGlide
  • Weight: 395g

SRAM_MTB_GX_FD_2x11sp_MDM_TopPull_Side_L SRAM_MTB_GX_FD_2x11sp_MDM_BottomPull_Side_L SRAM_MTB_GX_FD_2x11sp_LDM_DualPull_Side_L SRAM_MTB_GX_FD_2x11sp_LDM_BottomPull_Side_L

SRAM_MTB_GX_FD_2x11sp_LC_TopPull_Side_L SRAM_MTB_GX_FD_2x11sp_HDM_TopPull_Side_L SRAM_MTB_GX_FD_2x11sp_HDM_BottomPull_Side_L SRAM_MTB_GX_FD_2x11sp_HC_TopPull_Side_L

SRAM_MTB_GX_FD_2x11sp_HC_BottomPull_Side_L SRAM_MTB_GX_FD_2x10sp_MDM_TopPull_Side_L SRAM_MTB_GX_FD_2x10sp_LC_TopPull_Side_L SRAM_MTB_GX_FD_2x10sp_HDM_BottomPull_Side_L

Just when you thought the front derailleur was going away, GX comes along with a model for just about every standard. Both 2×10 and 2×11 drivetrains will have front derailleur models for High Clamp, Low Clamp, High Direct Mount, Low Direct Mount, and Mid Direct Mount with dedicated top and bottom pull derailleurs as well. Compatible with SRAM’s X-Glide front shifting technology, weights range from 123-153g (11 speed) and 134-161g (10 speed).

SRAM GX Pricing SRAM GX Pricing 2 SRAM GX Pricing 3

Pricing is as shown above with availability expected in June 2015 for GX 2×10, July for GX 1×11, and August for GX 2×11.

sram.com

54 COMMENTS

  1. I guess when I read the words “gets wider” in the headline I assumed that actually meant wider range, e.g. >42t. 🙁

  2. @TheFunkyMonkey

    1. I will complain that because of this you’ll likely see 2×10/2×11/1×11 bikes in places like Dicks Sporting Goods and Sports Authority by the end of 2015. And that means that the LBS is in for a bumpy ride as far as prices and services on bikes that are essentially throw-away objects.

    2. I wonder how long it will take for this stuff to end up in a warehouse in the UK and being shipped to ‘loyal’ customers world wide at 5% above cost.

    That’s my $.02.

  3. A $144 consumable is still ridiculous, as is $144 for a cassette constructed in the manner of their 1030 cassettes.

  4. I actually don’t care quite so much about the cassette price(though $50 XT cassettes have been nice:) That a replacement you can predict, & save for. It’s being kept off the bike because I can’t afford a $200+ derailleur replacement if I smash mine to bits that kept me from going 11 speed. $115(& likely less than $100 before 2016) at retail? That I can swing in a pinch. I’ll probably go with the lighter cassette, & maybe a X1 or XX1 shifter, & this derailleur.

  5. I think this is awesome. Single ring drivetrains work great and this brings SRAM wide range 11 speed system within reach of many more riders. BTW, the difference in weight between the XX1 and the GX1 cassette and derailleur is about 5 ounces.

  6. The retrofit cost of $302 omits a very important item – an XD driver. Like many others have already said, they should have introduced a 10 speed 11-40 or 11-42 cassette.

  7. @Eric Hansen
    Yeah, $144 is the “don’t ever pay this price you moneky” MSRP.

    You can currently get XX1 cassettes for $260 new, compared to a $445 MSRP.

    I would expect the actual online price of this cassette to be in the $65-75 range once it’s been released for a couple of months.

  8. This is a step in the right direction for sure. Yeah it’s still a pricey conversion. But now if you buy a new bike that’s all XX1/X01 or whatever, the drivetrain maintenance costs just got a whole lot cheaper because really this is all about the cassette.

  9. $144 will be the price I won’t be selling any of this part to customers for. Even a street price of $65 is ridiculous. It’s pinned cogs, like 1030, like Alivio. Like comes on $200 wal-mart bikes.

  10. 11-40 zee on a standard hub with your choice front . i run a 32 its low enough to climb and i can only spin it out on the road which means i should be pumping not pedaling

  11. Regarding cassettes: PG-1030 MSRP is $59, not $144. Even the PG-1050 is only $76.
    And the XG-1150, though pinned, uses 123 pins, not a mere 6 pins like an Alivio cassette, which means the cogs support each other really well and won’t flex like the low-end cassettes can.

  12. More pins doesn’t make the cassette flex LESS, but MORE. The math to prove this isn’t something I can explain well over the internet. A more intuitive approach; this thing is the least KISS thing ever constructed.

  13. What do you mean by “flex?” Cause if you’re saying these cogs will move more independently from each other than a alivio cassette, you’re on crack, unless SRAM doesn’t pin the rivets correctly(tightly) enough.

  14. Yes. That is what I am saying, and I am not on crack.

    When you’re designing a physical thing, any time you can eliminate a bound junction, you should. You’ve got to balance this with cost of producing a complex part, of course. The 1199 x-dome style cassette is a masterpiece of engineering, and I am sure its price is commensurate with its machine time.

    THIS, however, is a series of stamped metal rings, each one being torqued, and transferring its torque through the rings above and below it. The torque reaches the end rings, and is transferred to the freehub. On the X-dome style, this is fine; the machined part can be modeled using FEA and engineered to withstand possible torque inputs. The same process can be applied to the pinned cassette, but there are literally 135 times MORE PARTS TO FAIL. Any one failure, or reduction in capacity, will result in the remaining parts having to take up that load. This will lead to the other bits failing faster. It’s called a cascade effect.

    It is a BAD design, and it should be a very CHEAP design. Since it is neither, it is awful.

  15. In all other cassette cases, the load applied to one cog is not shared with any other cog. Even in the case of spidered gears, the load is borne by the spider, but not by the gears out of mesh with the chain. Each cog’s load is transferred directly to the freehub body.

  16. why – (deleted) – do they not offer a ten speed up to 42?
    or did i get something wrong through all the lists and tech-specs?

    this would be a real upgrade for all the people still sticking to 2×10…

    yes, derailleur clearance is not a question.

  17. Don’t worry guys. There are several manufacturers bringing our cheap 11-40 11 speed cassettes shortly as well as cheap 11 speed shifters that are Shimano compatible. They will be in time for Shimano’s XT 11 speed release. It may be possible to go 11 speed and use the existing 10 speed derailleur as well as the pull ratios will be close…

  18. @Eric Hansen: How can you determine it’s a bad design just based on some pictures and a description? I’m assuming you haven’t ridden the cassette either so how can you have such strong opinion?

  19. @Eric Hansen: maybe you should contact sram re. a job, since you’re obviously a better engineer than anyone they currently employ. You’re probably not actually an engineer, but you sure sound like you [at least think] you know a lot.

    Do you honesty believe they did no FEA, or testing in developing this product? (I concede, looking at every Avid product ever made, they sure don’t look like they did much testing)

    It always amazes me how the internet always seems to know more about failure mechanics than people who study it, and actually know something about the design.

  20. Cascade failure? are you sh*tting me? that’s why they’ve built fault tolerance into it by having MANY MORE pins, so that if one fails, you have enough pins there to take up the load. You think they engineered it so sloppily that one fastener failing is enough cause it to lose integrity? Even then, how often to do people break pins on cassettes? & on traditional cassettes, they’re full length, these only pin two cogs together in any case. That reduces leverage applied to each pin, As does distributing the load between a higher quantity of pins. Furthermore, they’ve increased the amount of friction that would be required to break any cog free enough to move independently, again because of a higher complement of fasteners. This is basic physics: if you need to prevent two things from moving independently of each other, you increase the amount, or binding force, of the fasteners used. Yes, you should use as few fasteners as is practicable, but that’s for weight & machining cost reasons.

  21. i: Contacting SRAM (and Shimano, for that matter, but I don’t speak Japanese) at some point is part of the plan. I’m a third year electrical engineering student at OSU. However, that doesn’t tell the whole story. I spent many years in the Army fixing everything from globe spanning classified data networks, direction finding arrays, antennas, morse intercept schemes, and more. Then, the Army decided I needed to fix the electronics on unmanned aerial vehicles. Did that for a few tours in Iraq, but the need for mechanical techs was much greater than the need for electronic ones, so I cross trained to fixing engines and carbon fiber airframes. Then I fixed small engines for a few years while transitioning back to civilian life before starting college. In over a decade of fixing stuff, i’ve never been at a job more than 6 months without figuring out a better, or at least different, way of doing whatever needs to be done. Fixing stuff consistently got boring, so i’m training to make stuff.

    There was one error in a previous post, though. While there are 135 more parts to fail, each one can fail in multiple places. 369 points of failure in this cassette, and one (per cog) in any conventional cassette. Recipe for disaster.

    groghunter – Pins on a regular cassette are irrelevant to the functioning of the cassette; they can be removed entirely. But pins ARE relevant to the manufacture of a cassette, and the price it should reasonably cost. As I mentioned before, stamped steel, and pinned, but this cassette is 121% the cost of a similarly manufactured one. The difference, EVERY pin on this cassette is stressed ALL the time, except when in the top or bottom cog. Furthermore, speaking of ‘basic physics’, each pin is oriented such that the maximum stress is held by each pin constantly. (u x v)sin(theta) where theta = 90°.

  22. As for SRAM’s ability to pre-test their products for failure, they’re actually not very good at that:
    http://www.bikerumor.com/2013/12/13/sram-announces-complete-recall-of-all-road-hydraulic-rim-and-disc-brakes-stop-use-immediately/ What they are really good at, is customer service after a failure. You know, that whole bit where they’ll send you some new Guides to replace your crap Elixirs, no matter the age or mileage?

    SRAM puts out a lot of stuff that fails under normal use. They’re given slack because they’ll give you another of whatever broke early for free. That’s not great.

  23. Let me summarize the “paralysis by analysis” post above. Pins equal failure. I had many pinned lower end cassettes from shimano come loose. If you can afford it get the xx1.

  24. Saying “more pins = less failure because if one breaks, the others share the load” is like saying it’s cool to ride a 40 spoke wheel with one of them broken. Surely, the other 39 will “share the load”

  25. I’m with Eric Hansen on this one. I may not have an engineering degree, but enough real world experience teaches the lesson to k.i.s.s. The more steps, the more points of failure. A 123 pin cassette does look like a disaster waiting to happen. Pins unlike proper rivets work loose with time, and once one ring goes, they’ll all go.

  26. @Eric Hansen – all good points, but if I’d have to play the devil’s advocate I’d say that on the cheap pressed cassette, the cogs have the same inner diameter, so the pins that go through the smallest cog also connect to the largest cog. In order to save weight, the cogs on XG overlap only so much that the pins connect just the two of them. That also kinda explains the 144$ price, I guess the manufacturing costs are way higher with that in mind. Also the sheer number of pins ensures that the forces on them are so low that there can be no failures.

  27. ‘SRAM Advantage’ they keep harping on about is their range.. the elephant in the room is that for their 2×11 graph, they used Shimano 3×10, NOT the new 3×11! I think you’ll find XTR 3×11 compares quite favorably to SRAMs 630% range.
    And god a 400gram cassette for MSRP $144… that’s Deore category.

  28. Just exactly what in this world is wrong with SRAM? They said before that their 1×11 drivetrain has the widest gearing ratio of all drivetrains available. But now they came back with 2x. Tomorrow a 3x drivetrain? So after all, they begin to go back to basics. Shimano was right all along then? They want out of this world ratio? They better bring out 4×15 maybe? Now that’s an innovation!

  29. 11-40 shimano is my way to go, cause shimano shifts way better and the steps are closer.

    for the “wide rangers”: I miss a 11-43 (or 11-44) cassette to use with a common driver.

  30. I need a boffin to explain how the 2x SRAM has a 630% range and the Shimano 3x a 537% when it’s top gear is higher.

  31. ZigaK – It’s hard to tell from the one dimensional image, but it looks like each ring is only connected to the adjacent ones, dome style. If the rings all went to the driver, there would be no reason to pin them at the periphery. Can’t tell for sure from this picture, though.

    Sanchez – $144 isn’t as cheaply as SRAM can make this, it’s as cheap as they can offer it while padding your purchase with enough money to give you two more free ones if they break.

  32. @gumby: gear inches for a 29er
    SRAM
    36×10 = 99.5
    24×42 = 15.8

    Shimano
    42×11 = 105.5
    24×36 = 18.4

    Now XTR 3×11 is wider, but now we’re comparing significantly different price ranges, and who is actually riding XTR 3×11?

    XTR 3×11
    40×11 = 100.5
    22×40 = 15.2

    100.5/15.2 = 661.2% (XTR 3×11)
    99.5/15.8 = 629.7% (SRAM 2×11)
    105.5/18.4 = 573.4% (3×10)
    88.4/21.1 = 419% (SRAM 1×11)
    80.4/22.1 = 363.8% (XTR 1×11)

  33. “…who is actually riding XTR 3×11?”

    Probably more people than are riding SRAM GX. Or Anything SRAM 2×11 for that matter.

    The cool bit about XTR cranks is they can do single/double/triple in 168mm Q factor, or single/double in ‘race’ 158mm Q-factor. A couple other crank manufacturers offer similar functionality; e.13 and RaceFace at the least. DOWN side to XTR cranks; having to use some sort of BB adapter to fit any remotely modern frame worthy of XTR.

    When asked if XTR M9000 would ever come with a 10t cog, Shimano reps replied “You’re kidding, right?” Without the 10t, Shimano can’t duplicate the range of SRAM’s XD cassettes. Shimano’s 11 speed mountain isn’t about range, though, it’s about the equality of the ratios between each gear. There aren’t any ‘big’ or ‘small’ ratio jumps on Shimano’s 11-40 cassette. Also a Shimano quote from their reaction to the CX1 group, one I find particularly humorous: “Shimano has never had a problem with front shifting performance.” Shimano intends a 2×11 system to compete with SRAM’s 1×11 offerings. Greater range, more even steps, similar price/weight figures. For those living on particularly flat terrain, a Shimano 1×11 might work OK; it’s only 2t off the mash-up 10sp cassettes many MANY people have been using for years.

    In short Shimano’s system is about even steps, and gets range from a 2x crankset. SRAM’s system is about having a 1x crank duplicating as much range as a 2x system as possible.

  34. Thank you Mateo, it was late and I was assuming the same low gear. Following those calculations for a 27.65″ diameter wheel my 29er’s XT 20-32-44 x 11-34 9spd = 678.2%, possibly more common than XTR 3 x 11 and certainly a lot cheaper.

    The SRAM 24×42 @ 15.8 gear inches is very low compared to my 20×34 @ 16.3 or 20 x 36 @ 15.4 and probably only of use on a 29er.

  35. With some mixing of parts we can now do SRAM 3×11, which gives enough range even for a velomobile in hilly terrain. Is nice!

  36. @EP: regarding rear derailleur, yes. SRAM is using the same cable actuation ratio on their 11-speed drivetrains, be it road or MTB. they have the same cassette spacing as well. since Zipp recently just launched 202/303 disc wheels with XD compatible hubs, expect to see road/CX bikes with 11-speed 10-42T cassettes, soon. not sure about the front derailleur, though.

    actually, scratch that. expect to see ANY dropbar bikes with 11-speed 10-42T cassettes AND single chainring soon, in Force or Rival price point.

  37. $144 for a pinned individual cogs is nuts. Perhaps if this was a cog on spider cassette, this would make sense.

    With such low gears, there is a strong motivation for using a spider. Pinned cassettes transfer their loads directly on the freehub and will mar it if the metal in freehub is softer than that of the cassette.

    I personally managed to notch a Chris King Stainless freehub with a pinned 12-36 cassette. No than you.

  38. Eric Hansen might be on to something. There are a number of threads on forums with guys complaining about creaking in the standard XX1 cassettes that is traced to the place where the steel cassette joins the aluminium 42t cog. It can be fixed for a while with grease. I wonder if this mega-pinned cassette will creak? We will soon find out I guess.

What do you think?