Short & sweet
The new off-road groupsets from Shimano and SRAM are better tailored to the needs of gravel bikers than ever before. With sensible gear ratios, simple operation and successful ergonomics, they will win over beginners and frequent riders alike - and yet follow completely different concepts. Shimano's mechanical GRX with its double crankset offers a wide and finely graduated gear range that appeals primarily to racing and touring cyclists. The electronic SRAM Apex AXS scores with simple operation as well as uncomplicated and precise gear changes in every situation.
Shimano GRX vs. SRAM Apex - The TOUR test
Anyone who has seen how many racing handlebars now populate city traffic and tourist cycle paths this summer can roughly guess the potential of the affordable gravel bike market. One of the biggest beneficiaries of the boom is likely to be the component manufacturers who supply all the drivetrains, gears and brakes, as this business is spread across just a few suppliers. In fact, there are two - if you exclude the Italian manufacturer Campagnolo, which has hardly any share of the mass market with its high-end Ekar groupset.
Shimano from Japan and its US competitor SRAM have had a decisive influence on the appearance of gravel bikes by offering components that are both sporty and customised for recreational and inexperienced cyclists. Until now, SRAM has tended to operate in the upper price range, while Shimano has also offered components for more affordable bikes. However, with the new parts, both are increasingly courting the same target group.
Almost simultaneously, Shimano and SRAM are now presenting products that are specifically designed for inexpensive bikes, but still score points on paper with high-end technology. SRAM is reviving the former Apex road bike groupset and turning it into a specialised off-road drivetrain. Shimano is applying its experience with the popular GRX, the first ever dedicated gravel groupset, in a second generation. We brought the first test bikes of both groupsets into the house and tested their strengths and weaknesses.
Top technology, affordable
It is interesting to note that, at first glance, the competitors want to fulfil the needs of the target group in very different ways: SRAM sees the future in the single chainring and electronically controlled gear changes. The Americans once made drivetrains with a single chainring socially acceptable; there is now no front derailleur at all for the new Apex. The groupset is the cheapest version to date of a state-of-the-art drivetrain: electronically operated via radio, with twelve sprockets on the rear wheel. A mechanical version of the Apex has also been available since September, but SRAM's focus is clearly on the electronic AXS platform.
The second GRX generation from Shimano also gets a twelfth sprocket. However, as on our test bike from Arc8, it will only be operable with the usual shift brake levers and Bowden cables for the time being. An electronic Di2 version, which was also available in the first generation, will not be available at market launch. The double drivetrain with front derailleur, on the other hand, is still a natural option on gravel bikes - even though Shimano has now significantly expanded its range of single gear ratios. In addition to the GRX 820 tested, there is also a cheaper GRX 610, which does without some technical refinements. The groupsets are almost fully compatible with each other and form a kind of modular system.
Almost perfect ergonomics
Visually, everything at Shimano looks as usual, with finely polished, dark anodised aluminium dominating the impression. But as soon as you touch the new GRX levers for the first time, you realise that their shape has been refined. The brake levers are positioned far outwards, are extremely wide and offer your fingers a generous contact surface; they are easy to grip from above and you can build up a lot of force. The contact surface on the grip rubbers is larger and now offers a real tableau for the hands.
What is less noticeable is that the geometry has been adapted to the more widely flared gravel bars. Whereas the palm rest used to tilt inwards slightly on these bars, it is now horizontal. However, the rather sharp contours on the grip rubber, which are intended to provide more grip on rough passages, could irritate sensitive palms in the long term if you often ride without gloves. The new features only affect the GRX 820, the cheaper GRX-610 levers remain the same as before.
The SRAM grips are slimmer and rounder, they also fit small hands. The brake levers are also wide, flattened at the front and easy to reach, as are the huge shift buttons. There is no noticeable tactile difference to the expensive groupsets. Visually, the Apex is very similar to the Rival above it, and the solid crank is almost identical. Savings have been made on barely visible things, such as stamped instead of forged brake levers, a little more plastic instead of metal on the rear derailleur or plain bearings instead of ball bearings in the derailleur pulleys.
In the saddle, the Apex impresses above all with precise gear changes at the touch of a button. You playfully click through the gears, pressing left makes it easier, pressing right makes it harder - it couldn't be simpler or more intuitive. Our Canyon Grizl, built by SRAM, is equipped with a sensibly stepped 11-44 cassette, which is new to the market with the Apex - in contrast to the previous gravel cassettes with a 10-tooth starting sprocket, it also fits older wheels with Shimano HG single freehub.
As other SRAM chainrings are also compatible, the Apex can be easily adapted to any performance level. The 10-36 cassette of the Rival groupset fulfils sporty demands, but it requires wheels with SRAM XDR freewheels. If you need extreme gears, you can easily combine the Apex (both electrically and mechanically) with Eagle MTB cassettes (e.g. 11-52 teeth), but you will need an MTB rear derailleur. The performance of the brakes is no different to the more expensive models, they are predictable and any beginner can handle them.
Shimano GRX vs. SRAM Apex - A matter of opinion front derailleur
The mechanical GRX requires a little more concentration, especially when riding in demanding terrain, as its chain reacts sensitively to the commands on the smooth-running gear lever. The human hand is less precise than electronic actuators, which is obviously noticeable with the smaller sprocket spacing of the twelve-pack: When changing to larger sprockets, the chain already touches the next but one sprocket before the lever is released again. However, this is not a real problem as the gears engage smoothly.
The 11-34 cassette is very finely graduated, which is particularly fun on flat to undulating terrain. On steeper climbs, the front derailleur has to be used, but as is typical for Shimano, it works easily and reliably. If you have the experience to use the 24 gears sensibly, the front derailleur draws your attention to a fact that we were able to observe on our Arc8 test bike. It officially leaves space for tyres up to 42 millimetres wide; the mounted 45 mm Pirelli tyre grinds on the derailleur when pedalling. There is more space with a single chainring, to which Shimano now attaches more importance. There are chainrings from 38 to 42 teeth, the matching sprocket sets come from the XT mountain bike groupset with 10-45 or 10-51 teeth, but require a special Microspline freewheel.
Somewhat confusing: not only is a separate rear derailleur required for the single configuration; the two sprocket packs are also assigned different length cages, so the gear ratio cannot simply be changed. The new GRX brakes are virtually unchanged; they are slightly less powerful than the SRAM stoppers at first, but they outperform them as the braking force increases - an effect of the non-linear braking force ratio, which is only offered by the higher-quality GRX 820. No changes have been made to the discs and pads.
You can be curious
Exact weight comparisons are difficult in view of the many versions, but the competitors should not be much different. Neither of them are light; depending on the version, the parts add up to around 3000 grams. Most bikes equipped with them will weigh between 8.5 and 9 kilograms.
At the end of the comparison, both groups are convincing, albeit with slightly different strengths. Both manufacturers cater to off-road riders of all kinds, and with the wide range of gear ratios, the bike can be adapted to every conceivable purpose. With the option of two chainrings and no electronics, the GRX is particularly interesting for touring cyclists and commuters. Shimano has proven in the past that its durable and functional components can be relied upon, and with this reputation, the GRX is sure to be a sure-fire success.
However, the Apex from SRAM could be more attractive for certain target groups. It impresses above all with its simple handling, while the AXS version exudes the charm of high-end technology. Gravel bike newcomers in particular could opt for the Apex, provided they are not afraid of electronics. One thing is certain: the two component ensembles will characterise gravel bikes in the price range between €2000 and €4000 from model year 2024. It will be interesting to see how they are distributed.
Shimano GRX vs. SRAM Apex - The groupsets at a glance
Jens Klötzer
Editor
