The first group dedicated strictly to gravel has already established itself on the market. Contrary to the gloominess of some, it hasn't remained a curiosity and has become a must-have for every major manufacturer. This isn't just due to Shimano's power – the GRX drivetrain is simply a very good component. Not as flashy as SRAM's offerings or as outrageous as the 13-speed Campagnolo Ekar, but it works flawlessly and satisfies most users. Isn't this the secret to the brand's success? The Japanese have stopped setting trends for some time now, and it's safe to say that GRX is seriously overdue. However, this is more of a loss for the company, which has lost a significant number of potential customers. However, Shimano knows there will always be plenty of others. At least for a while.
You buy Shimano because you can rely on it—it's not a dorm party, but a good glass of wine. No hangovers. Today we'll take a look at all the Shimano GRX incarnations, which I think will help clear up a few doubts. And maybe spark some discussion, too?
Shimano GRX - group or groups?
Shimano has never been one for product naming. Incidentally, the current groupset naming system is still an improvement over the previous numerical nomenclature, of which 105 is a remnant. However, the GRX drivetrain takes consumer confusion to a new level. This is because it includes four distinct component sets. It looks like this:
- The Shimano GRX RX400 is an entry-level Tiagra groupset, available only in a 2x10 configuration.
- RX600, the equivalent of 105, available in 1x11 and 2x11 versions.
- RX800 - a lighter version enhanced with several significant technologies. Ultegra level. 1x11 and 2x11.
- RX815, i.e. the Di2 (electronic) version, includes derailleurs and shifters that are significantly different from the RX800, not only due to the lack of cables.
Are you keeping up? But that's not all, because the RX600 groupset includes the RX600-10 crankset, which only fits... the lower-end RX400 groupset. And the mechanical derailleurs for both mechanical 11-speed groupsets are common. That makes sense... But there are advantages. There's no Shimano GRX cassette or chain—these components are borrowed from existing MTB and road groupsets. The same applies to bottom brackets, brake discs, hubs, and pedals. Additionally, many components are designed to seamlessly integrate with other groupsets (the exception being the cranksets and front derailleurs, due to their unusual chainline, which allows for wider tires).
GRX Drive - Common Components
There are actually two. The first are the wheels. Modern, wide (21.6 mm), and, of course, tubeless. This will probably interest some people: they are also available in size 650B, which allows for the installation of very wide tires. As with Shimano, they aren't particularly light, but they are rugged and easy to service. They convince me, but they probably won't be a hit. The second option is much more interesting. Cyclocross levers, mounted close to the stem, allow braking even with a flat grip. The GRX drivetrain doesn't include mechanical brakes, and with hydraulics, this hasn't been possible before. The system works great; the additional levers don't affect the quality of the main levers. A significant improvement in comfort and safety – absolutely worth it! After all, hydraulics are the Japanese manufacturer's specialty.
What else unites GRX groups? The way they work is so typical of Shimano. Everything moves smoothly and lightly, yet distinctly. Anyone expecting the harsher, more resonant character of their American competitors will be sorely disappointed. And such expectations are not entirely unfounded – just take a ride on the new XTR.
Budget version, i.e. 2x10
What do we get here? A somewhat hydraulic Tiagra with a clutch in the rear derailleur and off-road gears. Which is a great recommendation. The 46-30 crankset paired with an 11-36 cassette is absolutely sufficient for most amateurs (and that's the target audience for gravel bikes, after all). Interestingly, it also allows for the softest gearing available in the entire GRX line. This highlights its biggest drawback, in my opinion: the lack of a ten-tooth chainring. The aforementioned rear derailleur strongly resembles an MTB derailleur. This is a plus, as is the cable tension adjustment mechanism in the front. Hydraulic brakes provide excellent modulation and stopping power—no shame.
11-speed GRX drivetrain
Everything is lighter, of course, and shift quality improves, but there's nothing revolutionary here. It's one more gear, but more importantly, it offers the option of eliminating the front derailleur.
The cheaper one
Compared to the base version, the Shimano GRX RX600 is better made and more pleasant to the touch and use, thanks to the shifters. The rear derailleur (available in two versions, depending on whether you opt for front gears) also deserves attention. The similarities to the previously released Ultegra RX800 cyclocross version are more than obvious. It features a pantograph with a detachable clutch (it's only worth doing this when removing the wheel) and a design that's well hidden under the frame. The latter significantly reduces the likelihood of damage off-road. The brakes are almost identical. Ceramic pistons won't make much difference compared to the resin ones in the RX400, but that's just one of many subtle differences. You're paying more not only for the big things, but above all, for the quality.
The better one
GRX RX800 drivetrain. Again, a few grams lighter, thanks in part to the HollowTech II crankset. We also get a wider choice of gear ratios – while the cheaper single-chainring crankset only comes with a 40T chainring, here we can also choose a 42T. The double-chainring version also offers one more tooth between chainrings. Only here we find a lever shifter for a dropper post. But that's more of a bummer.
You're probably wondering if there's any justification for buying this version. Well, there is. And it's a very good one. The shifters are equipped with the Sevro Wave Action mechanism, famous from Shimano mountain bike brakes. This non-linear braking force transmission – the initial movement of the lever causes the pads to quickly approach the disc, and the harder you press, the greater the compression force. More important, however, is the "free stroke" feature, which allows you to adjust the distance between the pads and the disc. It allows you to set the perfect contact point (I, for example, prefer a very sharp and distinct response). Anyone who has ever used the magic dial on higher-end mountain bike models knows how much it can do.
Shimano GRX Di2
Electronic shifting is great. No surprise there either. It's worth considering if you're interested in a GRX 2x11 drivetrain and intense winter riding. It's well known how easily a front derailleur can get stuck in a ball of snow and mud. A bike without cables is a thing of beauty, especially in terms of reliability. It's also worth noting that we've got another update to the ergonomics of the shifter levers. Many users find them much more comfortable than the mechanical version. Personally, they look phenomenal. They also have additional buttons for operating a Garmin – especially convenient off-road. Combined with the automatic front derailleur shifting system (if you have one) and additional triggers, user comfort increases significantly, especially if you have cold hands.
GRX drive - which one to choose?
Of course, Di2 is the biggest deal, but it also costs accordingly. For me, the most reasonable options are the base RX400 and the "reinforced" RX800. The former is simply good, balanced components without any major flaws, offering what most people interested in touring or gravel riding need as a do-it-all bike. The RX800, on the other hand, offers a number of invisible but significant improvements, primarily in the braking system. In this light, the RX600 offers a 1x11 drivetrain, but you have to pay a hefty extra for it. I think it's better to fork out the extra few zlotys and avoid half-measures.
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