Why is sram better than shimano

Fabrication material is the main divergence here. Shimano does not use carbon fiber on their crank arms. SRAM, on the other hand, offers carbon fiber on higher-end models. Carbon fiber does have a higher strength-to-weight ratio, but the trade-off is overall durability.

There is one important thing to note before moving forward. While it does make sure you are getting precisely what you want, it does not offer an easier way to buy a groupset. Here is a friendly chart so you can quickly compare the weight and cost of each major groupset in the Shimano lineup. For the most part, bikers are going to be looking at the main Shimano mountain biking groupsets. The whole setup is mainly made of steel.

It does not even begin to consider weight-saving technology or corrosion resistance. You help support Gear Hacker by purchasing from our retail partners. The Acera group is lighter because it uses a hollow axle compared to the solid Altus axle. There is also a greater variety of materials used for this group compared to the Altus.

Even though the Alivio still sports a 9-speed 2x or 3x drivetrain, it is lighter and shifts better than the Acera or Altus. This tech helps with the tooth positioning on the cog to make shifting smoother and more efficient. The Shimano SLX group is most commonly found on reasonably priced mountain bikes. You will save a little weight from the Deore groupset with the alloy cassette.

The Deore XT 32t chainring and crankset claim a weight of g while the SLX crank and chainring weigh g—already 18g of weight saving in a similar component. With the technology you get for the price, it is hard to argue with the value. The Di2 groupset is speed only and uses the Deore XT speed parts with the addition of specific shifters and the handlebar-mounted display.

Suffice it to say, you are looking at some serious kit. Shimano did everything possible to lighten the XTR groupset without compromising quality or performance. The cranks are two-piece alloy that are bonded together for a lighter weight. The chain is directional and has a slight curve to better follow the profile of the teeth. The double upshift is still possible, and with the two-way shifting, you can shift up with either your thumb or index finger.

The lever itself is adjustable as well, allowing the rider to choose their preferred starting point. The cranks are interchangeable between the 2x or 1x chainrings, so you can switch without getting a new set of cranks. The XTR is also compatible with the Di2 but again, only in the speed version. The X3 is solely a 7-speed setup, with the X4 offering a shifter and derailleur capable of working with 7- to 9-speed drivetrains.

The X5 is where the drivetrains become slightly more trail-worthy, and it provides a speed drivetrain with 2x or 3x chainring options. The X7 is a speed drivetrain, again with 2x or 3x configuration, but it gets a clutch and the rear derailleur to stop the chain from popping off.

The X9 is similar to the Shimano SLX with respect to quality; it is a speed drivetrain with 2x and 3x cranksets while lighter than the X7 thanks to hollow crank arms. Facebook Twitter Instagram. SRAM vs. Table Of Contents. Drivetrain Components How To Decide? We participate in affiliate programs to help us fund Gear Hacker. Some of the links in this website are affiliate links, which means that if you purchase a product using our link, we will earn a small commission.

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What Is a Mountain Bike Drivetrain? Drivetrain Components. Crankset The crankset consists of the crank arms, the bottom bracket, and chainring s. The crank arms connect the pedals to the chainring s. This is where all of your leg power is directed to be transferred to the rest of the system.

Cranks are made with a variety of materials such as aluminum, steel, and carbon fiber. The higher-end models are lighter and stiffer, with some manufacturers hollowing out the crank arms to save additional weight.

Crank-arm lengths can also vary and be customized to fit individual riders. Cassettes This key component in any drivetrain can completely change how a bike pedals, depending on the style of cassette you choose. The cassette is the collection of gears on the back tire of your bike. They have changed a lot recently thanks to improvements in machining as well as weight reductions in bike design.

Mountain bike cassettes can be found in 7- through speed variations. The speed means the number of chainrings, like gears in a car. Cassettes are often referred to by the number of teeth on their smallest to largest cogs to indicate their range, e. Essentially, the higher the number of teeth on the rear cassette cog, the easier it is to pedal.

Bikes with multiple front chainrings will most often have fewer rear speeds, as the front chain rings offer versatility e. Chains These are the unsung heroes of the groupset that keep everything together. Chains come specific to the number of gears on the bike, so make sure you buy the correct chain for your drivetrain.

The more expensive the chain, the smoother, more durable, and lighter it becomes. They are also the first item to wear out, so keep that in mind when purchasing a chain. Shifters These are the controls located in the bike cockpit that enable you to change gears.

Derailleurs This component moves the chain from cog to cog and is controlled by the shifters or controllers. For the most part, the derailleurs are controlled by cable tension that is changed as you shift through the gears.

With the advent of electronic and wireless shifters, cables are going the way of the dodo bird in place of electronically actuated derailleurs. How To Decide? SRAM versus Shimano. Shimano also created the first electronic mountain bike groupset in —the XTR Di2 M, though it was still a wired system. This is where SRAM enters the game. Chicago-based manufacturer SRAM was founded in A year later, they revolutionized the road-bike market by introducing the Grip Shift. Offering smaller jumps between gears, the brand now offers four different chainset options, each with the ability to run a chainring integrated power meter.

Common to each is the narrow gap between their two chainrings. Now standardised to a maximum 13t differential, this leaves the eTap AXS groupset stunningly smooth when shifting at the front. Also improving shifting, Sram claims new motors and chips have marginally quickened the gear change speed, an occasional complaint against previous iterations of the groupset.

With no wires, set up and installation is easy. Remote shift buttons for sprinting or time-trial bars are also a doddle to add. Currently only available to work with hydraulic disc brakes, as far as we know, there are no plans for this to change. But in pushing past this limit Sram has supplied something groundbreaking. New options available include wider gear ratios at both ends of the drivetrain plus a wider DUB axle standard paired to a new Wide front derailleur to increase rear tyre clearance for gravel bikes using a 2x setup.

The second and quite significant benefit of the new Wide components is improved rear tyre clearance. This will be good news to anyone wishing to use a double chainring setup on a gravel bike, as normally the placement of the front derailleur restricts the use of very wide tyres. To go with the new front of drivetrain options, Sram has also added a Force level t cassette speed to the range.

Like the changes up front, the new gear ratios require a new rear derailleur. This means the latest Force eTap AXS Wide rear derailleur is designed to pair specifically with the new lower ratios t cassette size. Otherwise, it remains mostly unchanged. Again aside from a more high-end, glossy aesthetic, it retains the same eTap battery, Orbit clutch system and oversized jockey wheels. Leaving the system with a significantly extended gear offering, this is now notably larger than its competitors.

Should you want it, Sram also now offers a redesigned the paddle that you can use with a remote dropper post lever. Read our first look report here.

An electronic jewel to adorn premium road bikes. According to Campagnolo, Super Record sits above all other groupsets. Using carbon fibre extensively across each component, from the cranks to the derailleurs, allows Campagnolo to get the weight of a complete group down to around 2,g for the conventional calliper version brake, and about 2,g for the disc-equipped alternative. Despite expanding the range of its cassette up to 32t, the general impression is still very much of a race-focussed groupset.

From the way the shifting works better from the drops than the hoods, down to prioritising smaller and smoother shifts between sprockets than expanding the overall range, the whole assemblage is made for going fast as efficiently as possible. Even the modulation of the disc brakes seems designed to put users at ease. Generally very slinky and dseigned with Italian flair, Campagnolo tends to find its way onto a particular style of bike.

Launching into the highly competitive groupset market takes some considerable effort, but launching into the upper echelons with not only your first groupset but making it an electronic one, is a very bold move indeed. It was a natural step for the Italian manufacturer, which has already been producing components ranging from chainsets to brakes for many years.

Wireless Electronic WE could be viewed as a very inclusive name and that certainly seems to be the goal given the huge range of options FSA is proposing. They even offer two brake lever lengths to make sure every rider is catered for. As well as reducing development costs, the obvious advantage is that K-Force WE is able to communicate with most existing bike computers as well as peripherals such as power meters.

A major part of the system is the smartphone app that allows you to customise all settings, as well as monitor battery life and diagnose any problems — a PC based version is also available. K-Force WE uses an internal battery in the seatpost similar to Di2 , which is then wired into the front and rear mechs. FSA claim that the battery will last ,km on one charge.

Only the shifters are fully wireless and use a CR battery, similar to eTap. Now on the market for a little over two years, FSA has dropped the price of its K-Force groupset significantly. However, having been introduced way back in , these shifts are now restricted to a comparatively narrow selection of 11 sprockets. Shimano has always done the basics very well, meaning its mechanical and hydraulic braking is probably the best on the market.

After almost five years on the market, where does this all leave the series Dura-Ace? With greater gearing ranges and more adaptability, this can make the current Dura-Ace groupset seem like a bit of a throwback. Falling precipitously in price, wait a few months for the new version if you want the latest features or absolutely must have speed. The eternal story with Shimano is that each groupset in its hierarchy is very similar to both its posher and poorer relations.

This means the difference between Ultegra and Dura-Ace is fairly minimal. Other key mechanisms carry over entirely from above. This includes the structure of both calliper and disc brakes, meaning both maintenance and performance are pretty much indistinguishable. Sure, although you get carbon brake lever blades, some bits are alloy when they could be carbon, or steel when they could be alloy, but the result is only an extra g when totalled up.

Far more noticeable will be the saving in cost. In short, you get all the best Shimano has to offer, which includes easy and reliable shifting, probably the best ergonomics going, and a readily available spares directory. The brakes in particular, with their finned pads and rotors, along with the skinny levers, are splendid. Even though some brands date back to , it was only in the late 80s and early 90s that a few component makers really started to make an impact: Shimano, Suntour, Sachs, and Campagnolo — and the new kid on the block, SRAM, who came onto the scene in with their popular Gripshift.

By , Suntour had ceased to exist as a components manufacturer, becoming SR Suntour after a management buyout. Production tooling for their range of derailleurs and shifters was sold off or scrapped. Today, SR Suntour are known for their suspension and associated component accessories. Sachs suffered a similar fate.

Their Euclid, Centaur and Olympus groupsets were followed by the more heavily priced Record OR and Icarus, but they struggled to make an impression. With their reputation firmly rooted in road cycling, eventually Campy withdrew from mountain biking to continue their focus on road. In road cycling, heritage still plays a big role in component spec; bike brands the Italians, especially opt to stand by Campagnolo in order to meet customer expectations.

SRAM are committed to 1x set-ups, with Shimano still offering 1x, 2x and even 3x options. At Eurobike , both manufacturers were quiet on release dates. Currently SRAM are dominating the high-end market, while Shimano service more of the entry-level to mid-range enthusiast segments.