SRAM NX: the most affordable 1x11 drivetrain yet

SRAM’s 1x11 drivetrains have had a monumental impact on mountain biking since the introduction of the flagship XX1 group in 2012. One of the primary criticisms has been the lack of 1x11 transmission that’s attainable to riders on a budget. The introduction of SRAM’s GX group last spring was a step in the right direction. It now appears that SRAM is determined to squelch any remaining price complaints with the introduction of the very affordable NX group, which is set to retail for approximately 45% less than GX when it becomes available in April.

There’s a lot to like about this new price-point 1x11 kit. For starters, the cassette uses a Shimano-style freehub, which has been one barrier to entry for riders wanting to make the leap to SRAM’s 1x11 groups. The new PG-1130 cassette offers an 11-42t range, rather than the slightly broader 10-42t spread of SRAM’s XD compatible 11-speed cassettes. This marginal loss in top-end range probably won’t be issues for the majority of riders interested in this drivetrain. This Shimano-compatible cassette may also steal a bit of business back from aftermarket wide-range cog and cassette makers.

Another interesting feature of the NX group is that SRAM will offer NX cranks with crankarms as short as 155mm. This means it’s very likely that the new group will come on higher-end kids’ mountain bikes — a small but growing segment of the market.

Given the group’s entry-level pricing, we fully expect to see NX come stock on sub-$1000/£1000 bikes. The fact that all NX components can be mixed and matched with SRAM’s higher-end 1x11 groups means riders will be able to pick up affordable spares, too.

NX vs GX and the rest

With any budget component there are material and engineering trade-offs that must be made to hit an entry-level price. In the case of the NX group, the alloy crankarms are solid, unlike the lighter GX 1400 series crankset; the rear derailleur uses a heavier steel cage, rather than alloy or carbon; the cassette cogs are steel, rather than alloy; and the trigger shifter forgoes Matchmaker compatibility for a simpler, single-bolt clamp that's integrated into the shift cover.

The result is a drivetrain that costs significantly less and weighs approximately 305g (roughly half the weight of a large burrito) more than the erstwhile entry-level GX group.

Total group price (with trigger shifters and GXP crankset)