SRAM's new Red XPLR AXS mixes existing Red XPLR components with the current SRAM Red AXS road group to produce a superb gravel groupset with some seriously cool tech.
With 13 gears, simple setup and robust operation, the newly updated SRAM Red XPLR AXS is the pinnacle of gravel bike groupsets to date.
However, if you want a completely fresh setup, it’s going to set you back a huge £3,980 / $3,979 / €4,465 / AU$6,840 based on the specification I’ve had on test.
If you omit the power meter, it’s still a big chunk of cash at £3,530 / $3,529 / €3,960 / AU$6,065.
I believe the improvements to the derailleur and cassette alone make this a more than worthy upgrade, though, providing you have a Universal Derailleur Hanger compatible frame.
The 13-speed cassette fits onto existing XDR freehubs thanks to some clever space-saving work. Helpfully, it’s designed to work with any of SRAM’s current 12-speed Flattop chains.
The full-mount derailleur is inspired by the T-Type Eagle MTB derailleurs. It also gets the 'Magic Wheel' pulley, which enables the chain to keep turning if a stick gets lodged, with a clever carrier to the pulley teeth that enables the teeth to slip and rotate while the pulley wheel is jammed.
Because it’s compatible with older AXS components of any level, you don’t need the Red levers, brakes, or even the crankset – although the changes here bring some useful benefits.
If I was in the market for a new complete high-end gravel bike, this new Red XPLR AXS would be highly desirable.
On my own bike, the new derailleur and cassette, especially, are very much on my want list.
The bike on which I tested new SRAM Red XPLR AXS also featured Zipp’s new gravel-specific XPLR SL70 carbon handlebar.
SRAM Red XPLR AXS setup
The setup experience is different, to say the least.
There are no high and low limit screws and no B-tensioner – you start by getting the derailleur in the sixth cog (highlighted by a red band on the carrier).
Chain length is then determined by chainstay length and chainring size, for which SRAM has a handy chart online.
Connect the chain, turn the cranks and tune the gears (if need be) with the micro adjustment feature in the AXS app, and the system will work the rest out.
It’s the simplest groupset I’ve ever worked on, and I think even if you’re a bit wary of working on your bike you’ll be able to adjust it hands- and tool-free with the AXS app.
There’s nothing here that can go out of whack and create a problem.
The lack of need for limit screws is enabled, in part, by the single available cassette size, which could be a little annoying as a customer because it means there are no alternative options. However, the steps between gears have been brilliant in testing, and this range up to a 46-tooth is enough for the steepest of climbs.
Of course, because it’s SRAM AXS, if you want a wider cassette you can opt for an Eagle AXS derailleur and cassette. If you want something closer (and smaller), you can go with a standard AXS cassette because it still has that all-important chain-managing clutch or damper.
SRAM certainly seems to have blurred the boundaries between drivetrains of all persuasions, be it road, mountain or gravel. This cross-compatibility is something rivals should take note of.
SRAM Red XPLR AXS drivetrain performance
It’s worth noting the rest of this review focuses on the Red XPLR AXS-specific components.
My review of the latest Red AXS groupset carries more information and impressions about the existing components that complete the groupset, such as the chain.
SRAM Red XPLR AXS rear derailleur
What’s immediately noticeable is the faster shifting compared to Red AXS, backed up with impressive accuracy. Shifting under load is done without drama.
That’s all down to the massive increase in stiffness of the derailleur – and that stiffness in the system is enhanced by a more accurate alignment thanks to the full-contact fitting the UDH rear dropout brings.
It’s also quicker than the direct-mounting T-Type derailleurs.
SRAM told me its engineers found gravel riding doesn’t require being able to handle the heavy torque loads at lower cadences that mountain bike drivetrains undergo – helping to increase shifting speed.
SRAM Red XPLR AXS XG-1391 cassette
The jumps between cogs aren’t as big as the previous 10-44t 12-speed Red XPLR option. In fact, from the 10-tooth through to the 21-tooth sprocket, it’s as close a range as you’ll find on a pro tour road race bike.
The new cassette has a 460 per cent range, with a closely spaced set of ratios: 10-11-12-13-15-17-19-21-24-28-32-38-46.
This means single-tooth jumps for the first four gears, moving to two teeth for the next four. It then moves by three to 24 and finishes with two jumps of four, and then eight to the biggest 46-tooth sprocket.
Compared to the previous Red XPLR cassette, that’s up from a 44-tooth. I envisage this derailleur and cassette combination appealing to plenty of elite XC mountain bike riders, even if SRAM might rather they stick with Eagle.
In short, this is because the Red XPLR cassette doesn’t have the extreme ramps of Eagle T-Type because the chain doesn’t have to lift or drop as far, so there’s no delay. When you want to shift, it shifts rapidly.
SRAM Red XPLR AXS chainring
The most sensible change for Red XPLR AXS is the power meter crankset, reverting back to component parts. On the road, the chainrings and power meter are one part, necessitating a wholesale switch when a single chainring wears out.
Understandably, this divides opinion.
Previously If you wanted a new chainring, due to damage, wear or simply preferring a different size, you had to replace both – which was wasteful and expensive.
If anything, having a power meter is more prescient with a 1x drivetrain, because riders like to experiment much more with gearing, especially at the sharp end of racing. These are arguably the sort of riders who’ll want a power meter to assess efficiency.
With the move to thread-mount, switching rings is a simple procedure, but it requires a special tool (the Threaded Chainring Removal Tool, available for an additional £63 / $65 / €70).
My test bike came with the 40-tooth thread-mount chainring attached to the spider-based power meter.
It has performed perfectly for chain retention and is absolutely spot-on, with no vibration or chatter – even over the roughest surfaces.
Anecdotally, as a long-term user of SRAM’s power meter, the unit fitted here recorded my efforts as I would have expected.
Zipp SL70 XPLR handlebar
- Price: £320 / $320 / €360
The Zipp SL70 XPLR carbon bar is very well shaped, the flare is more subtle than most and it has been shaped to perfectly complement the shape of the lever.
The stepped shelf-like shape, which enbles the brake hoses to channel straight into the bar, makes a real difference too.
My 42cm-wide test bar has a shallow 70mm drop and 110m reach, the same as Zipp’s road-going SL70 bar. However, it’s the subtle five-degree flare in the drops and 11-degree outsweep that works for me.
It keeps the levers at a regular angle, which is not something you get on all flared gravel bars, yet still at the base of the drop you have contact points that are 6cm wider than at the hoods.
It's great for getting down low and going fast, while maintaining that all-essential control in the rough.
The shelf created by the smooth integration of bar and hood, and hose exit point, feels wonderful.
It supports the heel of your hand when riding in the hoods, even though the shape of the new hood is much more minimal compared to the older Red levers with their large pommel.
I felt just as confident with the hold smashing over root and rock-lined singletrack up on the hoods with this new setup as the previous version’s taller hood design.
SRAM Red XPLR AXS braking performance
Braking, which is the most notable improvement over the old Red eTap AXS on the road-going Red AXS groupset, is replicated here. There’s much more progressive power on tap – and with the full feel of braking from the hoods.
These brakes and the lever shape are in their element when riding in the rough; I’m confident enough to brake with a single finger even on really testing terrain and downhill singletrack runs.
SRAM specs a new organic pad for increased bite, which performs very well.
It delivers plenty more immediacy as it grabs the rotor, but after a couple of grimy splashes through rim-deep puddles (washing the rotors in filth), I got a bit of noise from the rotors.
This is something I haven’t experienced on my road-going Red AXS setup thus far.
Does SRAM Red XPLR AXS have a rival?
It’s difficult to assess new Red XPLR against its gravel groupset rivals.
Campagnolo’s mechanical Ekar isn’t in the same sector as Red, despite also having 13 speeds. The new kid on the block, TRP’s team up with Classified, could prove a worthy competitor.
Even Shimano’s ageing 11-speed GRX Di2 was never pitched at the top end as Red is. Shimano always described it as Ultegra-level componentry.
In this regard, Red XPLR AXS stands at the pinnacle of gravel gearing, so it’ll be interesting to see if Shimano’s much mooted 12-speed GRX Di2 gets to the heady heights of Red XPLR AXS.
SRAM Red XPLR AXS bottom line
The contact points, shifting and braking all impress hugely.
As for downsides, there are only a couple to note. I’ve had a few murmurs from the brakes when they got wet and grimy, and the price tag if you're buying a complete groupset is massive.
We’ve yet to see what complete bike prices will be, or if brands will look to mix and match between XPLR AXS tiers. Either way, this is a top-spec groupset that carries a top-spec price tag.
Compared to the previous-generation groupset, Red XPLR AXS is as significant a step forward as the latest-generation Red AXS was on the road. It’s lighter, faster, tougher and easier to live with.
If the whole groupset is too costly, and you already have an XPLR AXS drivetrain of any persuasion – and a bike with a UDH dropout – I’d wholeheartedly recommend hopping up to the new derailleur and cassette.
However, if you can bear to wait, I’d make a sizeable bet that SRAM will trickle down the full-mount design to lower (and more cost-effective) levels sooner than you think.
Product
| Brand | sram |
| Price | 6840.00 AUD,4465.00 EUR,3980.00 GBP,3979.00 USD |
Features
| br_speed | 13 |
| br_brakeType | hydraulic_disc |
| br_cassetteOptions | 10-46t |
