SRAM finally closes the gearing gap with new XPLR 10-44T cassettes

SRAM’s growing collection of 12-speed cordless electronic groupsets have rightfully won a legion of fans in recent years. But despite the relatively generous selection of road and mountain bike cassette sizes, there has been a lingering gap in the middle, especially if you prefer single chainring drivetrains for gravel. That gap is finally closed with the introduction of SRAM’s new XPLR component family, which will include 10-44T cassette options, matching 1x-only rear derailleurs, and updated chainrings.

Goldilocks in cassette form

SRAM will offer its new 10-44T cassette in two versions – XPLR XG-1271 and XPLR XG-1251 – which roughly match the company’s Rival and Force levels. Both share the same 10, 11, 13, 15, 17, 19, 21, 24, 28, 32, 38 and 44 tooth sprocket sizes, not only providing more reach than Shimano’s current 11-46 tooth cassette, but smaller jumps in between since there are 12 sprockets instead of 11.

Both cassettes are built with SRAM’s PinDome construction, with stamped steel sprockets connected around the periphery with a series of pressed steel pins. To save weight, the XG-1271 is fitted with a 44T aluminum sprocket where the XG-1251 cassette receives a steel one. At least for now, there’s no red-level XPLR cassette with its more sophisticated (and lighter) fully machined X-Dome construction, but it seems safe to say that one will eventually follow at some point. in the future.

As with other SRAM 12-speed road cassettes, the new sizes 10-44T will only fit XDR freehub bodies and will only work with SRAM’s Flattop chains, which use larger roller diameters. than normal.

The claimed weight for the XG-1271 cassette is 373 g; the XG-1251 weighs 412 g. Retail prices are US $ 210 / AU $ 316 / £ 200 / € 225 and US $ 150 / AU $ 225 / £ 145/145 €, respectively (UK and EU prices include VAT).

New rear derailleurs – again

While these new 10-44T cassettes will undoubtedly be a cause for celebration for many riders, the extended lineup comes with a few caveats: they are only compatible with single chainring drivetrains and require dedicated rear derailleurs, too. .

SRAM contends that the 10-44T cassette is about perfect for gravel and off-road riders with a single chainring anyway, and in fairness to SRAM, the total spread and reasonably small gaps in the middle should satisfy. most users. In fact, that’s arguably the SRAM ratio that SRAM needed from the get-go when the company first launched a push for single-ring drivetrains for drop bar bikes in 2015.

However, the need for a dedicated rear derailleur is bound to be more controversial, and it didn’t help things that SRAM only recently added “Max” or “Wide” variants of the Force and Red eTap AXS rear derailleurs. This has prompted some consumers to speculate that the company is operating in a sloppy fashion as market tastes change, instead of planning for these different releases up front. After all, if the main bodies of the standard, Wide / Max and now XPLR rear derailleurs are all the same, how awesome would it have been if you could swap out the top joints and pulley cages instead of buying derailleurs. whole?

Either way, the newer XPLR rear derailleur variants will at least officially work with the existing 10-36T cassettes, but not smaller. And that won’t make people who have bought Max / Wide rear derailleurs before (and hoped it would work with a cassette like this) to feel much better.

The new XPLR rear derailleurs will be offered at Red, Force and Rival levels. All feature top knuckles that are even longer than those of the Max / Wide rear derailleurs, as well as 1x-specific derailleur cages that have offset top pulley wheels, both designed to better maintain proper chain spacing throughout. the range of cassettes. Pulley cage clutches are also included for chain safety on rough terrain, the Red and Force versions benefiting from SRAM’s more sophisticated Orbit hydraulic design, and the Rival XPLR benefiting from a simpler friction-type unit. .

Otherwise, the main body of the derailleurs is the same as that used on the other Red, Force and Rival AXS rear derailleurs, and the removable batteries are the same as before. SRAM claims run times of around 1,000 km / 620 miles / 60 hours before the small Li-ion pack needs to be recharged (depending on usage). And as with all SRAM AXS components, a generous amount of customization is available through the company’s smartphone app in case you want to change things like button functions.

The claimed weight for the Red XPLR rear derailleur is 293g and the retail price is US $ 710 / AU $ 1,015 / £ 610 / € 685. As expected, the Force XPLR rear derailleur is a bit heavier at 308g, but it’s also significantly cheaper at US $ 350 / AU $ 527 / £ 290 / € 325. Finally, the Rival XPLR rear derailleur weighs 327g and costs US $ 255 / AU $ 384 / £ 236/265 €. Keep in mind that all of these numbers omit the battery, which will add 24g and US $ 56 / AU $ 80 / £ 50 / € 55.

Updated cranks, too

SRAM hasn’t made any changes to the Red, Force, or Rival cranks themselves to work with the newer XPLR drivetrain setups, but there are new direct-mount 1x chainrings that SRAM says will save 22-35g. , depending on the equipment. The new chainrings use the company’s now standard eight-bolt splined interface and are offered in sizes 38, 40, 42, 44 and 46 teeth.

The retail price of the Red / Force direct mount chainring is US $ 99 / AU $ 141 / £ 90 / € 101, while the less sophisticated Rival version is US $ 60 / AU $ 90 / £ 58 / 65 €. Need the whole crank? It will be US $ 690 / AU $ 1,015 / £ 610 / € 685 for Red 1, US $ 249 / AU $ 527 / £ 290 / € 325 for Force 1, and US $ 130 / AU $ 384 / £ 236/265 € for Rival 1 wide (whose chain line is slightly offset outwards for extra clearance for tires and chainrings).

The component colors of all new XPLR bits are unchanged from other Red, Force, and Rival versions, so you can choose at will without worrying about something looking funny.

Speaking of mixing and pairing, the rest of each respective group – the levers, chain, and brakes – remain unchanged, and just about any part of the Red, Force, and Rival AXS can be mixed depending on preference or budgets.

Trip report

So how well do these new bits perform? I’ve only sampled the components of the Red XPLR drivetrain in the last few weeks, but – unsurprisingly – it works the same as standard Red eTap AXS hardware. In other words, the gear changes are precise and quite smooth, but now with a speed range that is more in line with what most gravel and off-road riders are looking for using 1x drivetrains these days.

Chain control is excellent on rough terrain with minimal bouncing or clicking, and seeing as the levers and brakes are unchanged, it’s also not surprising to hear that the ergonomics are excellent and that hydraulic disc brakes provide sufficient power and control. .

In other words, SRAM’s new XPLR isn’t exactly revolutionary, but it’s perfectly correct. Nonetheless, it meets a long-standing consumer demand, and it’s good to see it finally emerge.

You can find more information at www.sram.com.

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