SRAM’s New XX1 Group: Details & Comments- by Guitar Ted
SRAM has been quietly working on a new, revolutionary group the past several months called “XX1”. The group will undoubtedly be seen as something of a “given”. A “one-upmanship move” on Shimano, who do not have an 11 speed off road group……yet. However; the debut of XX1 is more than another step in the sometimes frustrating proliferation of cassette cogs for mountain bikers. Let’s take a brief tour of the group, and then I will offer my comments on what I see in XX1….
SRAM XX1 Cassette, image courtesy of SRAM
11 Speeds: SRAM has stuffed 11 cassette cogs ranging from 10T to a mind bending 42T all on a new free hub body design. How did they get a 10T cassette cog on a normal free hub body, you might ask? Well, the answer is they didn’t. SRAM engineers use a hybrid free hub/driver style free hub body which has the cassette attach in a unique way as well. Of course, this means proprietary wheels for the time being, (but one would assume other companies besides the announced DT Swiss and SRAM wheels will become available eventually.) Here are some bullet points from SRAM:
“Ranging from 10- to 42-teeth, the 11-speed X-DOME™ delivers an incredibly wide gear range while maintaining even, optimized steps. The single-unit cassette combines with the XD™ driver body for a superior connection to the wheel. Available October 2012.
”
-11-speeds (10-12-14-16-18-21-24-28-32-36-42)
-Bearing design and ratchet mechanism steadied by XD driver body
-Creates more stable hub connection
-Gear steps optimized across entire range
-Wheels equipped for XD driver body available from SRAM and DT Swiss
-XD driver body is 6-8g lighter
-Weight: 260 grams
SRAM XX1 crankset, image courtesy of SRAM
Sans Front Derailleur: The XX1 group is designed for everything from XC racing to All Mountain riding. SRAM decided to allow its 11 speeds to cover a wider range and then to eliminate the multiple rings on the crankset. This allows for a front derailleur-less drive train, that with the available rings for the crank, can be fine tuned for whatever type of riding or fitness level the rider has. Not only that, but this is accomplished by way of a system that SRAM feels does not need a chain retention device. The teeth are taller in profile, but are also alternately thick then thin, to match the chain plate spacing as the chain passes over the chain ring. The new rear derailleur also plays a part in the system, which we’ll get to in a moment.
SRAM also has redesigned the crank, which is carbon fiber, to have its own separate aluminum spider which will fit the range of choices in rings and allows easy chain ring swaps to be accomplished. Here are SRAM’s bullet points on the new XX1 Crank:
“Developed for maximum chain control, each tooth’s thickness is precisely CNC-machined to support the chain’s inner and outer links perfectly. Six available chain rings (28-30-32-34-36-38) allow you to tune your gear range to match your terrain, wheel size and riding style. Each X-SYNC™ chain ring fits a single, universal spider—allowing you to change rings without removing the light-weight carbon crank arm. Available October 2012.”
-New tooth profile alternates thickness by inner and outer links, providing maximum chain control
-Carbon arms with forged aluminum spider
-CNC-machined rings (28-30-32-34-36-38)
-New spider design allows for easier ring changes
-Wide/narrow Q factor cranks for BB30 and GXP
-Weight: 650 grams with bottom bracket (approx.)
New Derailleur Design: SRAM decided that a new type of derailleur geometry was going to work better with this system than what they had been using before. They dubbed this derailleur X-HORIZON . Instead of having the upper jockey pulley follow the cassette in two planes, (forward and horizontally), the new X-HORIZON only follows the cassette with the upper jockey wheel in a horizontal plane while keeping chain gap constant at every cassette. The lower jockey wheel actually pivots back and upwards to take up chain slack in higher gears.
SRAM follows Shimano in offering a derailleur cage arrester type technology in its ROLLER BEARING CLUTCH™, which restricts the cage movement over rough grounds and helps to keep the chain on besides making your ride quieter. Here are SRAM’s bullet points on the rear mech….
“With its “horizontal parallelogram” design and pulley offset, X-HORIZON™ keeps the chain gap constant across all 11 gears, providing fast, precise shifts. By limiting all movement to the horizontal axis, this design is faster, reduces shift force and eliminates ghost shifting. ROLLER BEARING CLUTCH™ technology reduces bounce and chain slap. CAGE LOCK™ technology makes wheel removal and installation easier than ever before. Paired with the XX1 shifter, the X-HORIZON RD forms the backbone of X-ACTUATION™ technology for unbelievably smooth shifting action. Available October 2012.”
-Large upper pulley offset automatically adjusts chain gap
-Straight parallelogram design with horizontal movement reduces shift force and improves drivetrain performance
–12T X-SYNC pulley wheels
-TYPE 2 technologies: ROLLER BEARING CLUTCH™ and CAGE LOCK™
-New silent pulley tooth design
-Weight: 220 grams (approx.)
SRAM XX1 trigger and Grip Shift shifters,image courtesy of SRAM
Grip Shift And A Trigger: Instead of by-passing the Grip Shift style shifter, as SRAM did when they moved to 10 speed and later introduced it, SRAM will simultaneously offer a trigger shifter in the traditional SRAM styling and a Grip Shifter. Here are SRAM’s bullet points on the shifting technology….
XX1 Trigger Shifter
–SRAM 1X11 X-ACTUATION™ for precise and dependable 11-speed performance
-Multi-adjustable trigger shifter
–MatchMaker X compatible
-Carbon cover and adjustable carbon pull lever
-Full Gore Ride-On cable system
-Available October 2012.
XX1 Grip Shift
–SRAM 1X11 X-ACTUATION™ for precise and dependable 11-speed performance
–SPEED METAL™ shift indexing
–ROLLING THUNDER™ ball bearing technology
–JAWS™ lock-on grip technology
-Carbon cover
-Full Gore Ride-On cable system
-Available October 2012.
SRAM’s XX1 Chain, image courtesy of SRAM.
Don’t Forget The Chain: Obviously, there is a proprietary chain for XX1. The design is said to be optimized for a drive train with no front derailleur demands, so strength and longevity are said to be improved over 10 speed. Here are SRAM’s bullet points on the new chain…
XX1 Chain
“The XX1 chain represents the latest breakthrough in a long line of precise, light-weight chains from SRAM. It’s designed to deliver the greatest strength and reliability to a drivetrain that doesn’t have to make compromises for front shifts. Available October 2012.”
-New 1X11 XX1 specific chain
-Designed for maximum strength and wear resistance
-Proprietary link finish provides improved life span
-11-speed power lock
And of course, all of this high end, cutting edge stuff comes at a price. Here is SRAM’s MSRP chart for Europe and the U.S.
SRAM XX1 MSRP
USA / Europe *
XX1 Group $ 1449 € 1299
Rise 60 Wheel 26” Front Tubeless – ready Convertible Axle: $ 922 € 826
XX1 Rise 60 Wheel 26” Rear Tubeless – ready Convertible Axle: $ 1,122 € 1,005
Rise 60 Wheel 29” Front Tubeless – ready Convertible Axle: $ 957 € 857
XX1 Rise 60 Wheel 29″ Rear Tubeless – ready Convertible Axle: $ 1,157 € 1,036
X0 Hub Front Convertible Axle: $ 175 € 157
XX1 X0 Hub Rear Convertible Axle: $ 325 € 291
* Includes VAT
Comments: When I had gotten wind of SRAM’s 10-42T cassette in 11 speed, I hadn’t heard there would be no front derailleur. My thoughts were that the 42T was an outrageous choice for a double ring crank, but now that I have seen the actual group, I see how much sense this sort of an idea makes. Getting rid of front shifting, (not at all a new idea, by the way), is an admirable pursuit. Will XX1 be the realization of 1X systems for the masses? Maybe….it is a high end system, and not a lot of folks will be able to afford it at first. One might assume to think that SRAM will certainly bring this option down range at some point though.
There are a lot of new technologies here that also bear watching- the driver/free hub hybrid technology for one. Obviously this is a major departure from a long standing…..well, standard, and may limit the appeal of XX1 to a degree. The chain ring/derailleur cage technologies presented here also seem pretty forward thinking and may show the way forward to trail bikes with no chain retention devices as we know them today. Time will tell.
But beyond the extra speed, and proprietary technologies here, (which are sure to ruffle some feathers), I think the idea is a bold move. As far as 29″ers go, the range of gearing seems to be a bit short on the low end from what a triple crank matched to a 36T cassette can bring. At least with the lowest chain ring offered for XX1, which is a 28T. That said, not having the front derailleur to worry about will surely save momentum in several circumstances and may mitigate the need for the ultra-low gearing in some cases.
Stay tuned as we move forward and we will get another report up on XX1 once we have had the chance to ride it.
SRAM supplied images and information used in this post.
any word on 180mm crank arms?
I’d likely end up on a trickle down system of this wide-range 1×11 in the future. It can even work for mix of very steep climbing and flat roads. The biggest issues are the cost, requirement to buy a whole system and for me the wide steps in the cassette, but really they have managed that well. And of course if SRAM sticks to their no-tall-guys 175mm crank arms then I’m not buying it. The range is not a concern for me. 28t ring / 42t cog = standard 24t ring/36t cog – that’s a low gear. On the top end, 28t ring / 10t cog = standard 42t ring/15t cog – high enough for fire roads.
@Motivated: No word on available crank lengths. SRAM has historically made SKU’s for 180mm cranks, but the actual product has been as scarce as hen’s teeth. We’ll be keeping an eye on that as well since our own Grannygear is a big fan of 180’s. 🙂
I think this is a great approach by SRAM. I am a dedicated singlespeeder since buying my El Mariachi last August and not wanting to plunk down another 500+ bucks on a complete new 9 or 10 speed drivetrain. I thought about going to a 1x system, but then realized that just going 1×1 would be fun, inexpensive, and low maintenance.
This new system seems like it would be more fun than a 2x or 3x drivetrain system and lower the costs/time spent on maintenance as the components wear.
I am not too sure about needing a new wheel using their freehub/driver. That seems very bold and I would like to know more on what you (GT) think of the pros/cons of such a departure from the conventional freehub/cassette standard we use today. Thanks for writing about this. I think it is important for our industry to discuss this type of technological departure from what has remained as standard issue for quite some time. Its obvious that SRAM has done their homework, thought outside the box, and tried to deliver something completely different that just may steer the industry in a different direction in the near future.
Thanks again.
Cool idea.
I can see the pros in running a 1x set-up but I have also come to realize that I really like my 2x set-up.
For me the biggest benefit is not so much in gear spread but in the speed of change:
Come to a bottom of a hill, fly around a corner: ‘Wow! Steep climb!’ Dump the front derailleur and you’re at least in the ball park for the climb.
Do you people who ride 1x systems not miss that?
Second concern:
I also worry about that huge cog making the rear derailleur hang down low, inreasing the chances of it snagging on a branch or rock.
Think of all the spots where you ‘shoot the gap’ between two rocks on a techy trail.
It’s pretty rare for a front derailleur to rip of or even get damaged.
I would see the biggest benefit on purpose built bikes for a 1x system, allowing frame-builders to combine big tire clearance with short chainstays, that would be a great boon to 29ers!
I appreciate the granny gear being explained, not low enough for my old legs.
What will Bikes Direct offer with the package.
All the proprietary items could exceed $3500.
9 spped grip Shift=$70, 10 spd=$250.
At 67, I’m obsolete, 9 speed still works for me.
thanks.
Does all that fit in between 135mm dropouts? Why not just go 150 or 170mm wide? I assume the chain stays have to be a minimum length or you would have a lot of bent chains…I can not imagine the “cross-chaining”.
I bet the cross chain on that setup is something to be seen. Not for me, but I am sure it will have its place.
11speed nice for dusty fireroads butt swampy terrain i bet you can fotgett the 10 tooth. Also the gaps between the sprocket are severe but this is my opinion.
Will it work with triple front 9 or 10 sp and this new 11 sp chain?
If not, then why not? What thwarts the performance with triple up front? Chain width?
Personally I’m fired up about this. I won’t be able to afford it until it trickles down in the coming years but is is one of the most exciting things I’ve seen in quite a while.
So I am bombing down a hill, come around a corner, and bam – a granny gear grunter of a climb. Am I supposed to make 11 clicks to shift into the easy gear???? I ride in the pacific northwest and many of our trails switch from middle to granny to big to granny etc. Being able to one or two shift from the middle or big ring into the granny is priceless around here. Not sure how running up and down eleven clicks will make riding any eaisier….
The Todd – Gripshift.
Gripshift is good to quickly change a number of speeds, but I also remember having less control when doing so. I like the ratio span, but less gears? X9 – 1×6 Gripshift? Perfect for the dead of winter.
Hope the brakes are better….
@Davidcopperfield, I am not an engineer, but I am pretty sure the new horizontal movement of the rear mech is only possible because the lower pulley position for each cog is constant. If you change to a smaller front ring the bottom pulley wheel moves backwards and the top pulley wheel gets closer to the cassette. If the chain is pulled tighter (either by hand or with a larger chainring, the lower pulley comes forward and the upper one comes down.
I think this whole system only works as a whole for sound mechanical reasons, as opposed to just to make us pay more 🙂
I expect this will be where gripshift excels.You can grab a ton of gears with a flick of the wrist.
But dang, I finally got my 3×10 grippies and they do this to me?
Have to agree this will be great for frame builders wanting more tyre clearance to chainstays and removing the annoyance and complexity of a front der in dual sus applications.
Its going to make that rear wheel feel just that little more heavy to accellerate though..
a 42 rear , perfect , now give me a 10speed 12-42 that will fit on my hadley rearhub , thank you very much.
I love the concept, but not all the details of the execution. I’m 65, and my hardtail 29er works great for me as a 1X9 with 29t chainring and 36t big cog, at least in the summer months when I’m fit. We have plenty of short, steep hills here in southern New England, and multiple shifts don’t seem to be a problem. A 28×42 low would be frosting on the cake. What I don’t see the need for is 11 speeds, a 10t cog, and the resulting proprietary freehubs/wheels. But it’s no doubt a great way for SRAM to sell more wheels.
Is the proprietary hub design related to the small 10t cog, or to a wider cassette? Seems like keeping an 11t cog, and shortening the throws between each in order to keep the cassette width the same (and the ability to use a standard hub) would suit the needs of a lot of riders looking for a 1 x with a lower gear in the back than 36t offers.
I will be strapping on the new Type 2 now that it is available in X9 here in a few days. If it quells the issues with the chain moving about the front rings during rough situations (current 2×10 setup), then the 1 x 11 becomes much less attractive. Truly the rear hub is its main crux when looking at it.
For those who do not see the value, wonder how they will dump 10 gears in 1/2 second, don’t find the ratios wide enough or conversely too far apart, SRAM will continue to sell the other options. If this new system does not gain traction it will be because SRAM misjudged a need, or was flawed in their execution. I don’t think they have misjudged that there is a “need” for a single front setup with wider options in the back. Time will tell on the execution though.
Even if I were interested I can’t see myself buying a narrow rimmed and heavy sram wheel just to run 11sp. DT perhaps but this fact might be the flaw that Schwing-ding aludes to..
Am I the only SS’er here drooling over these cranks?
I love my 2×10 sram. I can’t imagine how much nicer this will be. Hope I can afford it.
I wonder if the new chain is compatible with a 10 speed cassette? It seems like the ability to run 1×10 with no chain guide and a 28 front would be nice. Maybe even 1×6 with no chain guide on a single speed hub? Hmmm
The proprietary hub is needed for the 10t cog.
A normal freehub body will only fit down to 11t. You don’t have to buy a new wheel though, switch the freehub body on a DT Swiss hub.
The rear derailleur will only work with single ring set-ups.
What’s wrong with a 11-42 because that would be just fine for me. Yah a 10-42 gives a wider gear ratio and forces a change in the free hub! A whole new freehub for 1 tooth AGGHHHHHHH!!!!!
I currently run a 3×10 w/ 11-36 cassette. I never use the big chainring. I have 24t sm – 32t mid ring. My calc’s show that the 1×11 with a 28t ring covers the range of gears I currently use – with NO overlap.
Current 3×10 set up: 5.1-22.1 ft per crank
XX1 1×11 w/ 28t chainring: 5.1-21.3 ft per crank
For my trail riding, I think this is a great idea.