SRAM Eagle 90 Transmission Review

SRAM brings its revolutionary transmission technology to the mechanical world. Can the new Eagle 90 Transmission drivetrain hold its own against its electronic counterparts? We put it through extensive testing.

With T-Type technology, SRAM presents the Sram GX Eagle Transmission being tested . The biggest difference from traditional drivetrains: The derailleur hanger is no longer needed, allowing the drivetrain to be mounted directly to the frame. This results in greater durability, easier installation, and the elimination of any adjustments.

Previously, this technology was reserved for expensive, electronic AXS drivetrains. Now SRAM introduces the Eagle 90 Transmission as the first mechanical variant on the market – at a more attractive price of around €720 (MSRP), although the street price is likely to drop quickly.

The significant innovation of the transmission technology lies in the unified interface between frame, wheel, and derailleur thanks to the UDH standard (Universal Derailleur Hanger). This eliminates complicated adjustments like aligning the high and low limits or the distance to the cassette.

Another highlight: The shifting system is particularly robust. Initial concerns that the frame might suffer damage in a crash without a derailleur hanger have not been confirmed. Instead, smaller components like the “Outer Plate” or the cage are replaceable – and the spare part prices have now reached a fair level.

The primary argument for the shift cable is certainly the price. However, it’s also important to remember in this discussion that a shift cable holds a different kind of charm for some bikers.

This technically simple solution is available worldwide and works without the need to constantly think about recharging. Although the small AXS battery of the electronic shifter has a generous runtime of roughly 30 to 40 hours, if you’re lax with charging, you might find yourself riding home in single-speed mode with an electronic shifter.

This has happened to us more than once during the endurance test of the Rose PDQ. A shift cable embodies a bit more the feeling of independence than an electronic component does.

In practice, the gear shifting is impressive on the trail. Thanks to the robust construction, you can shift gears under load without any issues—a common weak spot for mechanical shifters until now.

An interesting side effect: The mechanical shifter actually operates faster than the electronic one, as there’s no minimal delay from software. In practice, the shifting speed is better than the more expensive AXS version.

Many will love the mechanical shift feel. We do too. While an electronic shifter triggers the gear change digitally, the shifter here provides tactile feedback on what’s happening in the back. With a lever pusher, you can shift up two gears simultaneously or down one. And it works perfectly.

The shifting itself is not quite as crisp as what you know from older Sram shifters, but you can still describe the feel as sporty and firm.

We have weighed each component of the new Sram Eagle 90 groupset individually. You can find the details in the table below. Adding up all the components of the group, the groupset weighs in at 2054 grams (without bottom bracket), making it about 50 grams heavier than the more expensive electronic Sram GX Eagle transmission.

When comparing the weight to the main competitor Shimano, it falls right in the middle between the 12-speed SLX and Deore groupsets. An XT drivetrain or a classic mechanical GX without the addition of the transmission is about 150 grams lighter.