It crashed the internet when it was launched and had more people standing on their mechs than required but is the SRAM XO transmission any good?
Despite a hefty asking price, the SRAM XO T-type transmission performed admirably after a few weeks of late Scottish winter.
Pete checks in to see just how good the new base level direct-mount transmission is from SRAM.
Sporting a host of features that sets it apart from the XO1 AXS Eagle drivetrain fitted to my Santa Cruz Hightower test bike, the SRAM XO transmission has been fitted to said bike for a few months now. The real question is, is it any good? Perhaps more importantly, is it worth the extra cash?
The most obvious differences is the direct mount rear mech that deals with impacts better, firstly by sitting neater to the bike and therefore being further out of harm’s way, but also, thanks to a handy overload clutch, will disengage when struck. As it also lines up with the axle, the shifting is more positive and has less chance of being thrown out of line. The new mech also lines up better with the front chain ring to keep the chain line better throughout the gear range.
On top of that, you have the new T-type chain that fits the new ramped cassette, aimed at dealing with shifting under power far better. Smaller jumps between cogs means shifting feels smoother and the X-Sync ramps keep the chain planted until it’s ready to ride up the ramps. The chain is claimed to be SRAM’s strongest and has an anti-corrosion coating too. Alloy cranks replace the carbon XO1 offerings, with an 8-bolt, 32 tooth design with integrated bash guards.
Shifter pods, like the cranks, are backwards compatible, but the new design is lighter and more adjustable than the outgoing offering, meaning you can get the buttons exactly where you need them.
Having run the XO transmission since early March, in all manner of weathers and on every trail type imaginable, I have been suitably impressed. Let’s ignore the price tag for a moment and focus on performance, as one is often lost in the near constant complaint about pricing these days.
It might be an odd place to start, but the extra spring tension in the mech should have caused the AXS battery to run out quicker. I ran this battery from 9th March to 23rd April with near daily rides before it finally gave up. I popped the battery on a battery pack, got myself into an easy gear with little charge, popped the battery off and by the time I was at the top of the trails, the battery was charged enough to do a full day and more of riding.
The one thing I haven’t missed is having to adjust cables after they’ve stretched in use. Gears were set once, and have remained slick as anything from day one, some three months in. The shifter pods now more intuitive in their use than the outgoing pods, definitely reduce the amount of thought required. They retain the effortless, consistent shift of AXS shifts, which is particularly welcome with cold hands.
Tortured metal sounds whilst shifting under duress are a thing of the past. At high cadence you don’t notice the delay in catching the shift ramps, just smooth application of power. It’s the same for the up or downshift. At lower cadence you can notice the delay but by the time you’ve considered it, the chain has moved to where you wanted it to. There’s also noticeably less drag than previous SRAM drive trains.
Speaking of chains, the anti-corrosion coating is no hype. Yes it’s a £105 chain but it’s yet to rust despite dealing with some ferocious Scottish liquid sunshine and all manner of trail clart. Out front the cranks, are, well… Cranks. If they work great, if they don’t get some that do. These work. I would suspect that perhaps 32t isn’t going to be small enough for some. The Hightower was definitely looking for a 30 or even a 28 tooth for major winching duties, but 32 is the smallest option.
Performance therefore is pretty stellar in a fit-and-forget fashion but few will be able to look past the price… I’d hope that anyone complaining about how much this costs is doing the same about eggs and fuel etc. Nothing is getting cheaper. In reality, the price isn’t entirely dissimilar to XO1 AXS Eagle for the full drive train, that being cranks, mech, chain, shifter and cassette. If anything, that makes the older groupset look expensive in comparison. I know which one I’d choose.
The XO1 AXS Eagle groupset comes in at £1,589 RRP, while the XO transmission is £1,715.
It’s worth mentioning that I have felt the mech take a hit and disengage to allow the obstruction to pass without the mech ripping off. Marks on the cage and body are testament to this. This has happened multiple times and at no point have I been concerned that the mech is going to go for a walk without me.
All that said, you could buy several SRAM GX Eagle or Shimano XT groupsets for the same price as either the newer or older XO/XO1 offerings. Both can and will serve you well. It’s likely though, as Eagle and AXS tech filtered down through to the lower groupsets, that the T-type will likely be a feature of perhaps all but the cheapest groupsets, with, we’d guess, a T-type GX AXS groupset coming over the horizon.
What do we think?
Anyone looking for high load shift performance, be it racing or ebike, or you’ve just got horse legs, then the SRAM XO AXS Eagle transmission will be just up your street. In reality, it’s not too much more than it’s outgoing brethren and you’ll actually have to try to rip the mech off.
We love:
- Smooth shifting under power
- Effortless, consistent AXS shifting
- Rust resistance
Could do better:
- It’s not cheap
- Hopefully a GX version is around the corner
