SRAM XX T-TYPE EAGLE AXS DRIVETRAIN
£2,465 (w/ power meter) https://zyrofisher.co.uk
The heart of this drivetrain is SRAM’s all-new, wireless, electronic T-type Eagle AXS transmission, here in range-topping trail/enduro XX form. Of particular note is the rear mech, which has an innovative direct-mount design – dubbed Full Mount – that removes the need for a derailleur hanger. This eradicates b-tension and limit-screw adjustment faff, with ‘Cassette Mapping’ software used to prevent the mech from shifting when it shouldn’t. However, the mech (and transmission) can only be used on bikes compatible with SRAM’s universal derailleur hanger (UDH).
They’ve taken the narrow-wide ‘X-Sync’ tooth profile of their chainrings and applied it to the cassette, to improve shifts (the chain can only move to the next sprocket at a shift lane and is blocked when there isn’t one). This retains the 520 per cent range of non T-type Eagle AXS drivetrains, but the second- and third- biggest sprockets are now larger – 44t and 38t, up from 42t and 36t. Instead of a regular gear shifter, you get a new modular, rebuildable AXS Pod Controller with two buttons.
Installing and setting up the T-type transmission is easy, taking around 30 minutes. Once done, it’s easy to repeat without instructions. We tested this drivetrain over six months, racking up more than 35,000 vertical metres, 80 hours and 1,000km of riding. Although the mech is showing cosmetic signs of abuse, it hasn’t bent or twisted, the Full Mount is play- and slop-free, and the cage remains straight, retaining day-one performance. No water has penetrated the clutch/damper mechanism, indicating impressive sealing. The pulley wheels still run smoothly and their teeth show no signs of blunting.
Shifts are quick, precise and quiet, and true to SRAM’s claims, are incredible under load. We’ve experienced no misses or failed shifts at all during testing. Clutch tension is improved over the original Eagle AXS mechs. This, coupled with a b-bolt that can’t rotate freely, means chain control is impressive and chainslap noise low. The pod’s chunky buttons are easy to find and feel, even with thick gloves on or over rough terrain, reducing accidental shifts. We frequently used the 38t and 44t cogs, and the largest sprocket now fulfils its original purpose as a true bail-out gear. Cassette wear has been low, due to the sprockets’ polished teeth and the chain’s flat-top design.
It’s virtually impossible to fault this drivetrain. Yes, it’s expensive and, with no backwards compatibility, requires a full-house upgrade, even if you forked out for first-generation SRAM AXS. But T-type recalibrates how you expect a drivetrain to work and feel, and how long it should last. If you can afford it, is the performance worth the cost? Undeniably, yes. Alex
XX T-type’s perfect performance redefines expectations of drivetrain performance, albeit at a high price