FIELD TEST
It’s no secret that SRAM has been
pushing hard to eliminate front derailleurs
since the release of its Eagle XX1 last
spring. This year SRAM made another hard
push with the launch of a more price-point-driven Eagle GX group. Eagle XX1 was our
pick for Best Component last year and has
been a favorite of most of our test riders.
With the introduction of the Eagle GX, we
were eager to put some miles on this kit
to see if it was as good as its higher-end
counterparts.
Tech info: Like the higher-end XX1 and
X01 kits, the GX is a 12-speed drivetrain
using a 10-50 cassette, giving riders
a 500-percent gear range. Riders can
choose between a trigger and grip shifter,
depending on their preference. Each shifter
is compatible with other Eagle drivetrains.
We opted for the forged aluminum trigger
that is MatchMaker X compatible.
The rear derailleur uses aluminum cages
and stainless steel hardware. Like other
Eagle rear derailleurs, the GX has an
oversized 14-tooth lower pulley to accommodate the larger 50-tooth cog. SRAM
uses its Type 3 roller clutch that can be
adjusted depending on rider preference and
Cage Lock for easy wheel changes. The
GX derailleur is also compatible with the
higher-end Eagle 12-speed drivetrains.
The heart of the Eagle GX is the
XG-1275 (also the most expensive piece)
with a 10-50 gear range. SRAM uses steel
cogs and X-Glide 2 technology for more
precise shifting. Wrapping up the system
is the crankset that uses 7000-series
forged-aluminum arms. Riders have the
option of standard GXP spindles or BB30/
PF30 spindles. The GX cranks are available
in 165-, 170- and 175-millimeter arm
lengths.
Retail pricing varies from $495–$545,
depending on which crank and shifter
combination riders choose to run.
On the trail: We installed our Eagle GX
kit on a Giant Trance Advanced frame. With
all the cables routed and cranks installed,
we set out to dial in the shifting. SRAM
included a guide to help set up the rear
derailleur in relation to the cassette. This
SRAM EAGLE
GX DRIVETRAIN
Making 12-speed more affordable
Misses
• Shifter action could be smoother
• Not as refined as other drivetrains in
this price range
Hits
• Competitive price point
• Broad range of gears
• Clean integration with brakes and
remotes
• Durable and burly design
was handy but not perfect. We still had
to finesse the B-tension screw to fit the
perfect balance. During our testing, we
opted for a 34-tooth front chainring that
worked well on our local trails. Some
riders may want to opt for a smaller 30-
or 32-tooth if they are concerned about
having a low-enough climbing gear.
Our first ride on the trail proved that the
GX was a quiet drivetrain that resembled
the higher-end XX1 and X01 versions.
Under a load, the rear derailleur shifted
well, hitting each gear without much delay
from the shifter. The jump from the 42- to
50-tooth cog didn’t give us any chatter or
hesitation, even under a load. There is no
denying that the 50-tooth cog has been a
bit of a game-changer for most of our test
riders. The front chainring did a good job
of maintaining chain tension during our
testing and added to the quiet feel and
performance of the GX.
During our testing, the Eagle GX was
consistent, but most of our test riders
weren’t very impressed with the feel of
the shifter lever. The shifter has a slightly
chunky feel that isn’t as refined as other
drivetrains in this price range. SRAM does
hit the mark by giving riders more than
enough range to ditch their front derailleurs
and enjoy a simpler setup overall.;❏
