SRAM has owned both the MTB and gravel groupset market for many years now. With the most 1x experience among the big drivetrain brands, every time they innovate, it’s like another nail in the coffin to the rest of the field. After riding the top-shelf SRAM RED XPLR AXS aboard the new OPEN UPPER 2.0, I’m even more convinced of SRAM’s gravel dominance.
SRAM RED XPLR AXS 13-speed Gravel Groupset Features:
- Updated hoods for improved braking and shift clearance
- Improved braking modulation with linear progression
- 13-speed 10-46T cassette using he same XDR driver
- Full-mount rear derailleur with Magic Wheel pulley
- Compatible with UDH framesets only
- Available with or without dual-sided power meter (Quarq DZero)
- SRAM’s lightest carbon crankset
- Weight: 2488 grams (stated)
- MSRP: $3979 (complete, market prices may vary)
Dialed in for gravel
The RED XPLR AXS kit is new-ish — having been introduced about 18 months ago. But, this was my first time riding the gravel-focused groupset. Interestingly, the Cannondale Synapse endurance bike is being offered with this group (and likely other road bikes next year), it is mostly found on top-shelf gravel bikes. My test bike is the all-new OPEN UPPER 2.0, which now comes with a UDH mount, among other notable changes. It’s been a great test platform for SRAM’s premier gravel kit.
Of course, the XPLR rear derailleur features a precision Full Mount for UDH and also SRAM’s strongest clutch to keep chain slap under control. And, that rear mech is completely optimized for fast shifting and performance. The battery is now tucked away more securely (versus old Force XPLR)and the range is now a whopping 10-46t with that monster cassette. Previous-gen XPLR maxed out at 44T and was, of course, 12-speed.
Braking is optimized from the hoods or drops and finger clearance is now even better than ever. As I have found out from over a year riding the new SRAM RED AXS, the levers and their reduced braking effort are amazing on the road, but I was definitely interested to see how they performed on gravel. Of course, the XPLR groupset is 1x only and it’s also 13-speed (offering one more cog over the 2x groupset for even tighter gaps on fast roads and steep terrain). The only choice I had to make was to go with either the 42T or 44T chainring on the UPPER. Because that bike leans more all-road than chunky gravel, I opted for the 44T.
Outside of that, my crank length is standard 172.5 and I’ve go the dual-sided power meter for the ultimate training tool. Since it’s wireless, setup and configuration is ultra-simple. All firmware updates and configuration were easily performed using the SRAM AXS App — including setting up the Bonus Buttons to whatever you wish (I just keep them as shift buttons, but I do wish I could connect the Wahoo ELEMNT ROAM 3’s bike bell to one of them). I do want to give major kudos to SRAM for investing in a kick-butt mobile app that’s reliable, intuitive and full-featured. I haven’t had a chance to use the Campagnolo mobile app, but Shimano’s E-Tube App leaves a lot to be desired.
What makes RED XPLR AXS so fast?
Paried with the new OPEN UPPER 2.0, the 44T chainring was an intentional choice, as mentioned. I wanted to ride fast on the smoother tracks I frequently ride and also have adequate top-end for fast-paced road sectors. That choice has delivered some of the fastest rides on Strava segments I’ve ridden hundreds of times. Clearly, it’s not just the groupset, but the combination of the Zipp 303 XPLR SW and the more slippery shapes of the OPEN UPPER 2.0. It’s a group effort here for sure. Pedaling downhill, it pedals out around 35 mph, if you’re curious.
So, what part does the RED XPLR AXS play in all that speed? I’m convinced it’s narrow gaps in the 13-speed XPLR cassette, which has allowed for precise gearing across all terrain. When it’s time to roll fast, I’m a tap away and when it’s time to climb, it doesn’t take but a split-second to be in the right gear. But, those narrow gaps wouldn’t be as clutch without an ultra-fast shift.
On that note, SRAM took extra effort making sure the shift action is wicked-fast. Compared to the SRAM X0 and GX Transmission shifting, the difference is noticeable. Adding a direct-mount derailleur to the entire system takes shifting accuracy and setup to another level. However, it does require a compatible frameset. Most current gravel frames are UDH-compatible, but great ones of only a few years ago aren’t compatible.
Now, this one isn’t going to be as intuitive, but the braking also adds to this speedy groupset. With more powerful and easier braking, I can brake later and more accurately. The beauty of that is I can do it from the hoods or the drops. I am more confident in the whole braking system (levers, calipers and rotors), but I still can get in over my head where the braking doesn’t quite measure up to MTB braking on the same terrain. On my routes, there is some MTB/gravel crossover and with the combination of RED XPLR AXS and Goodyear XPLR INTER tires, braking does understandably yield to mountain bikes. Further testing on more aggressive gravel tires will definitely be needed.
Largely, the improved braking over the old hood designs can be attributed to the lever shape and throw. The longer, horizontal piston configuration allows much more length and therefore increased modulation and power. I outlined all those details in my SRAM RED AXS review.
Of course, AXS shifting is intuitive and with this being 1x, there’s just one paddle shifting action up or down the cassette. On rough terrain, I do wish for a little more tactility on the shift paddle surface. I feel like a hatched pattern on the paddle face would help (or some aftermarket grip tape — hmmm). As it is, those horizontal lines on the paddles just don’t cut it on bumpy terrain and my fingers can occasionally slip off.
The most vexing issue with this groupset is how quickly it gets squeaky under load. I’m pretty consistent with my chain lube and the combination of tight tolerances and extra-fine Utah desert dust can make the drivetrain a little noisy under load. It’s quiet in the meat of the cassette, but when I’m in the largest cogs, it gets amplified.
I love how SRAM tucked the battery within the derailleur housing instead of just hanging it off the back. It’s completely protected from trail junk and impacts. And, checking the battery remains a breeze. I’ve dutifully checked it before every ride and it still hasn’t needed a charge after 3 months of use. In addition, adding Cage Lock really makes wheel changes and servicing a breeze since it gets the derailleur cage out of the way and chain tension removed. SRAM has covered just about everything imaginable with RED XPLR.
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The Bottom Line
Gravel King
The SRAM RED XPLR AXS groupset delivers SRAM’s most refined gravel performance yet, combining a 13-speed 10–46T cassette, ultra-fast shifting and superb braking in a lightweight wireless package. Paired with a UDH-mounted full-mount derailleur and SRAM’s strongest clutch, it offers crisp, accurate shifts and tight gear jumps that make it easy to stay in the right gear on fast roads and steep climbs. The brake feel is excellent from both hoods and drops, and setup is straightforward thanks to the polished AXS mobile app. While the shift paddles could use more grip and the drivetrain can get squeaky in Utah dust, overall it’s definitely the king of gravel groupsets.
The Good:
- Makes everything faster
- Shifts are immediate and crisp
- Battery life is outstanding (3 months now and it’s still solid green)
- 13-speed offers shorter gear gaps for even more efficiency
- Hood ergonomics are outstanding
- Dual-sided power meter delivers all the deets
- Simple wheel changes
- Separate reach and contact pad adjustments
- Braking is great overall (but still sometimes lacking on the most gnarly terrain)
The Bad:
- Drivetrain gets a little squeaky unless you clean/lube the chain every ride
- Expensive (but Force and Rival are more approachable)
- Shift paddles could use a little more grip on rough terrain
- You just might need a new frame if you want to upgrade