First impressions: SRAM GX Transmission group

Not very long after releasing its new direct-mount Transmission in the high-end XX and XO range, SRAM is bringing T-Type shifting to a wider audience. A full SRAM GX Transmission is now available, as well as new Code Bronze Stealth brakes.

First impressions: SRAM GX Transmission

We’ve spent the better part of the last month riding GX Transmission, including a hard week of abuse at BC Bike Race on Vancouver Island. Seven days of successive racing on gnarly B.C. singletrack is hard on bodies and bikes, but the new GX rode flawlessly all week with no maintenance required. More impressive, and a big improvement over the previous generation of non-direct mount wireless GX AXS, the rear derailleur only started to need a charge before Day 7, a solid 20 hours into the week.

As for how it feels, SRAM has done an excellent job of bringing the feel of a high-end groupset to the GX price level. Shifting is smooth and precise. In fact, it almost feels like it gets smoother when you try to shift while jamming on the power. SRAM’s been quite clear that this design trait was developed with eMTB in mind, but it benefits every rider, electric or not, to be able to shift smoothly whenever you like without having to think about it.

The new T-Type shift pods also migrate down the line from XX and XO. That adds to the appearance of GX looking very similar to its more expensive siblings. One difference is in the crankarm, which doesn’t have the fancy cut-out design and is, therefore, slightly heavier.

That GX T-Type looks like a high-end drivetrain is appropriate as it is still USD 1,100 for the full group. That is actually basically on par with the original GX AXS. You can argue back and forth about whether $1,100 U.S. dollars for a drivetrain that was traditionally SRAM’s workhorse group is appropriate, but at least it is not a price increase over the non-direct mount version.

The details: SRAM GX Transmission

GX T-Type uses, of course, SRAM’s new direct mount rear derailleur design. That means it is only compatible with bike frames that use SRAM’s Universal Derailleur Hanger (UDH) standard. There is a wide range of bikes using that standard at this point but, if you’re on an older bike (“older” being 1-3 years, in some cases) you will not be able to upgrade to Transmission.

Like Eagle AXS, GX T-Type is a wireless electronic drivetrain. The new rear mech design tucks the battery away nicely into the derailleur compared to the old version, where it sat like an add-on to the main derailleur body.

The new GX cassette uses a nickle plating, which SRAM says makes it more durable and quieter. That gives a 10-52-tooth range, just like the existing AXS. But it uses SRAM’s GX T-Type chain which looks similar, but is only occasionally compatible with SRAM’s flat-top road chain and is not, according to SRAM, backward compatible with any other chain type. That mean’s you need to buy the whole GX Transmission, not just the  rear derailleur. On the plus side, the GX chain is much less expensive than the T-Type XX or XO chains. It doesn’t have the same coatings as those chains, but there’s no indication yet whether that will, or will not impact how fast the GX T-Type chain wears.

SRAM Code Bronze Stealth brakes

Today SRAM also released the Bronze level of its Code Stealth brakes. The new lever body is designed to sit closer to the bars and provide a cleaner look to the cockpit, especially for bikes with headtube-routed cables.

This brings the price of the new lever and caliper down to USD 185.00 for a set (rotors separate).