Tested - SRAM's Newest Wireless Drivetrain, GX Eagle AXS 12

Initial Impressions

Installing the AXS system is easy. So easy, we’ve done it blindfolded. We spent more time removing our traditional drivetrain system with cables and such than we did bolting on the AXS derailleur, shifter, and pushing the sync buttons. Because our test drivetrain was not yet launched, the GX AXS derailleur would not pair correctly with the SRAM app. We were, however, able to sync up the shifter just fine if we did want to customize the shifting. For this test, we ran the shifter in the stock configuration.

With our bike in the work stand, it seemed as though there was some lag between pushing the button on the shifter and the derailleur moving, otherwise known as shifting. For the hype surrounding electronic shifting, and based on our experience with X01 AXS, we had some immediate concerns here. Not knowing anything about the GX AXS system at the time, we thought maybe this was the compromise for the lower price. It was not until after a couple weeks of riding GX AXS that we would receive any technical information from SRAM.

Though the logo on our derailleur says GX, it may as well be XX1 when your eyes are on the trail.

On the Trail

Putting our test bike on the trail painted a very different picture. With an expectation of average-at-best shifting, the immediacy of our gear changes was a shock. From the moment we put rubber to the ground, the GX AXS shifting was fast, precise, and extremely smooth. We made haste for the nearest grind of an uphill and started pushing buttons like an impatient child to see what would happen. Our GX AXS derailleur pushed and pulled the chain up and down the cassette with nary a complaint and with the expediency of any high-end cable system.

In the course of our testing, the GX AXS system never faltered once or had a missed shift. Regardless of when we chose to shift, our drivetrain complied. Though the logo on our derailleur says GX, it may as well be XX1 when your eyes are on the trail.

The ergonomics of the AXS shifter are a matter of opinion. The face of the paddle can toggle at the top and bottom. There is also a smaller location on the backside of the paddle which rocks it, "up" or downshifts as the default. We did find it more intuitive and comfortable to use this backside with our thumb to shift, rather than swing it up to push the top paddle. But hey, that is why those buttons exist. It is also worth noting that just like the other AXS shifters, these controls can be configured through the AXS app on your paired smartphone.

After several rides with the GX AXS system, we had one nagging question, and it was rather problematic. In the realm of wireless shifting, why would anyone ever choose XX1 or X01 over the GX AXS system? The weight savings are negligible and riders still get all the real-world performance.

...while Overload will save your derailleur, it will not save your hanger.

Durability

GX AXS meets all the same water and dust-proof standards as XX1 and X01 AXS. It is reasonable to expect GX AXS to be every bit as robust as the higher-priced offerings. We logged our share of miles on the GX AXS system and had zero issues from installation, to set up and beyond. For filming, we punched the derailleur over and over again to show off the Overload clutch. What we learned was that while Overload will save your derailleur, it will not save your hanger. The hanger on our Scout became ever-so-bent and caused shifting issues in the easier gears.

After installing our new hanger, there was still some fine-tuning to be done. After resetting the limit screws, we used the trim function to fine-tune our shifting. This is done by holding the bottom button on the shifter (the one for pairing) and then using the shift paddle to toggle the derailleur up or down. There is a small learning curve but after we did it once, it proved far simpler and more precise than the traditional barrel adjuster on a cable system.

What's the Bottom Line?

Here's the fast math: the GX AXS upgrade kit runs $55 more than a complete traditional GX drivetrain which includes cranks, chain, and a cassette, too. To put it another way, you could have three GX derailleurs and three GX shifters for less than the cost of one GX AXS derailleur and shifter. Honestly, though, is that the math SRAM should be expecting customers to perform? We are in the AXS ecosystem, and the GX line has long been about offering the performance of higher-end products at a more attainable price.

Time and again, reviewers have praised the GX name for its ability to deliver reliable performance with little compromise at a lower price than higher-end offerings. It would seem SRAM has been successful in repeating that feat in the wireless world and leaves us wondering what more could be coming down the line.

Head to SRAM.com for more information on the new GX AXS line.

Enter to win a GX Eagle AXS drivetrain HERE. 

About the Tester

Brad Howell- Age: 41 // Years Riding: 26 // Height: 5'9" (1.75m) // Weight: 165-pounds (74.8kg)

Brad started mountain biking when a 2.25-inch tire was large, and despite having threads, bottom brackets sucked. Riding in the woods with friends eventually lead way to racing, trying to send it at the local gravel pits, and working in bike shops as a wrench to fix those bikes. Fortunate enough to have dug at six Rampages and become friends with some of the sport’s biggest talents, Brad has a broad perspective of what bikes can do and what it means to be a good rider. The past few years Brad worked in the bike industry and got to see the man behind the curtain. These days, though, he just likes riding his bike in the woods with friends.