What drivetrain is best for gravel? Groupset list

The recipe for success in the cycling industry? Take a cyclocross bike, give it wider wheels and a more relaxed geometry. Optionally, slap racks on it. Done. Despite initially skeptical reception , gravel bikes have taken the market by storm . Virtually every brand has at least one model in this category, and companies have already emerged that specialize solely in this segment. What's behind such spectacular success? Many will still blame marketing, and there's a lot of truth to that. However, gravel bikes have many advantages, the greatest of which is... practicality. Thanks to tires that are significantly wider than those on a CX, but narrower than those on an MTB, they're simply comfortable and don't require much focus on the road surface. Balanced geometry combined with a drop-bar design allows for a relatively dynamic yet comfortable riding position and a variety of grips. Furthermore, compared to lazy cross-country bikes , these bikes are simply... better looking. All of this has made gravel bikes beloved by bikepackers, but more and more people are using them as versatile everyday bikes and for the occasional forest trip or hike. I'd venture to say they could be compared to an SUV. Drivetrain manufacturers have also responded to the growth of the gravel bike market . That's why I've prepared a list to help answer the question of which drivetrain is best for a gravel bike. It's also intended to help you understand the options and perhaps even make a purchase. While you can generally fit any road drivetrain into a gravel bike, we'll focus primarily on groupsets designed specifically for gravel bikes, or those designed for cyclocross but ideally suited for "gravel" (nobody calls them that). I also don't include exotic inventions produced in small quantities and costing a fortune. That's a topic for a separate post. A drivetrain for a gravel bike should be readily available. We'll start with the manufacturer with the widest selection. But is it the best?

What drivetrain for gravel - SRAM

The Americans claim that their single-chainring systems have made gravel bikes successful. While there's some truth to this, the claim seems a bit exaggerated – a significant, if not the majority, portion of these bikes still leave the factory equipped with double-chainring drivetrains from SRAM's Japanese rival. However, it's true that until the recent debut of the Shimano GRX groupset, SRAM had the most to offer. Gravel bikes beg for a drivetrain without a front derailleur, and the American company offers as many as four groupsets with this solution and matching cassettes. Adding in sub-models and previous versions that are still available would add up to more, but let's not overcomplicate things. It's also worth noting that SRAM has easier access to flat-handlebar shifters.

SRAM Apex 1

A "budget" groupset to start with. It's worth noting that SRAM's lowest groupset has 10 or 11 speeds in the rear, while Shimano's highest has 11. What does this mean? SRAM completely abandons truly "budget" customers, focusing on more dedicated riders. The Apex is available in a 2x10 version, but it's a rather old design. The current 1x11 version, known as Apex 1, accepts cassettes up to 42 teeth and can be equipped with hydraulic disc brakes. Therefore, it meets the basic criteria for modern gravel bikes. It's also tempting in price – a basic set (mechanical shifters, derailleur, cassette, chain, and crankset) can be had for around 1500 PLN. The hydraulic version will cost over 1000 PLN more. The main drawbacks are the terribly heavy (over half a kilogram) and poorly made cassette, as well as the derailleur pulleys resting on sliders.

SRAM Rival 1

A level above. The leap in quality over the Apex is definitely noticeable. Furthermore, the derailleur pulleys are bearing-mounted, which increases precision and durability. All components are not only lighter but also more resistant to weather and impacts. Unfortunately, the dedicated cassette is the same as the Apex, so I recommend considering the higher-end model. For models with a 10-tooth sprocket, this will unfortunately require replacing the freehub body with an XD model. In return, you'll gain a great cassette and a wider gear range. The 2x11 version will offer more gears and closer gear spacing, but at the cost of weight and cost.

SRAM Force/Red eTAP AXS - the highest level gravel drivetrain

Why am I grouping these groups together? Because in terms of use, they're practically identical. Both offer a 12-speed cassette and a wireless, easy-to-install shifting system. It's simple to use – one lever controls upshifts in the rear, the other downshifts. Pressing both simultaneously shifts the front gear (if you have a front derailleur). There's no need to worry about interference – the system works flawlessly and reliably. What distinguishes the Force from the Red? Firstly, the weight – around 300 grams. That's a significant difference, but considering that gravel bikes aren't typically intended for sporty use, it's hard to consider choosing Sram's top-of-the-line groupset anything more than a whim. This whim will also be expensive. The second difference is the price – a 1x12 Force set with hydraulic brakes (without a cassette) will cost you around 5,000 PLN. A Red set with a similar configuration will cost us about 2,000 PLN more, and the version with a front derailleur will cost us almost 9,000 PLN. That's a lot. However, considering that, in my opinion, this is the most advanced groupset available on the market, I think there will be plenty of takers. Plus, it looks amazing! Both Force and Red are still available in their older 11-speed versions. These are excellent, reliable groupsets, so they're worth considering if you can get them at a good price. However, keep in mind that the electronic versions will be noticeably slower (though not necessarily worse) than their newer counterparts. Furthermore, the new generation eTAP system is not backward compatible.

Eagle AXS in gravel - a mix of MTB and road?

There's another, less obvious solution. If you have specific requirements and aren't sure which gravel drivetrain will satisfy you, you might consider cross-grouping. Thanks to the eTAP AXS system's compatibility between MTB and road groupsets, you can create a gravel monster. Simply install a Sram Eagle AXS derailleur and an Eagle 10-50 cassette. You'll have a 500% range, and no climbs will be a problem. And to top it off, you'll have a bike that will outrage road bike conservatives with its appearance (a plus for me). The downsides? Noticeably larger jumps between gears and price. A basic Sram cassette with this range will cost you around 600 PLN, while top-of-the-line models are around 1000 PLN more. Furthermore, they are very susceptible to neglect and infrequent chain changes . You can bypass this system by installing Shimano cassettes, but that's still an expense of over 400 PLN.

Shimano GRX - gamechanger?

Shimano has been waiting for a while to enter the gravel market. Partly because it didn't have to. Their road bike groupsets were already installed there, and for lower-priced bikes, there's still no competition for the Japanese manufacturer. Attractive prices, good parts availability, and decent performance – all of this meant that for many users, the answer to the question of which gravel drivetrain to choose was limited to a choice between Sora and Tiagra. A nod to gravel riding was the introduction of the Shimano Ultegra RX derailleur. This cyclocross-specific clutch derailleur was ideal for creating a good gravel drivetrain. It also heralded something bigger. Shimano GRX aims high. Its competitors include three SRAM groupsets – Apex, Rival, and Force. GRX is available in three versions: RX400 (2x10), RX600 (1x11 and 2x11), and the electronic RX800 (1x11 and 2x11). The price range is significant – the most popular, mechanical 1x11 version with cassette and chain costs around 3,000 PLN. The " budget " 2x10 version will be slightly cheaper, but the main savings in this case come from cheaper cassettes and chains, which are significant for long-distance riding. A 1x11 set with Di2 will cost almost twice as much as a cable-driven version.

Plumbing only

All are equipped with hydraulic brakes. Their mechanism, traditionally for the brand, uses mineral oil. Unlike Sram, whose systems use DOT, they are easy to service, provide better modulation (Sram has recently caught up here), and longer component life. Shimano GRX levers are designed to provide the same braking force in both the lower and upper grips of the shifters, increasing safety and control of the bike in the position in which we spend most of our time. Furthermore, for the first time with hydraulic brakes, it is possible to install auxiliary levers, which will undoubtedly please many. Equipped in this way, the bike will be very user-friendly in the forest. An additional advantage is the Shimano GRX system wheels. As usual with higher-end models from the Japanese manufacturer, the wheels may not be the lightest, but they are certainly durable. The wide rims and design, which match the rest of the range, make them worth considering.

RX400 - A basic yet efficient gravel drivetrain

A groupset, or rather a subgroup, designed to utilize older designs. One configuration is 2x10. Interestingly, none of the GRX subgroups have their own cassettes or chains. The RX400 uses 10-speed MTB cassettes up to 36 teeth, so the choice is effectively limited to Deore. Theoretically, this will save on the most wear-and-tear components . It's a great idea that will surely find many enthusiasts, although I suspect it will be more of a niche market. If they were to attempt a 1x10 version, we would have the perfect drivetrain for gravel bikes for urban use. Unfortunately, that's just a pipe dream.

Shimano GRX RX600 - the optimal solution?

Two options to choose from: 1x11, designed to work with MTB chains and cassettes, and 2x11, compatible with road components. This allows you to select virtually any gear range needed for standard use. The rear cassette range isn't as wide as Sram's, most notably the lack of support for a 10-speed sprocket. But is it truly essential? 11-42 with a properly selected chainring will be perfectly adequate for those who don't want to use their gravel bike for group rides. In addition to the auxiliary levers, another unique feature is that the left shifter lever can be used to control the dropper post – a great, simple idea that significantly improves tidiness. The question is, who needs a dropper post on a gravel bike?

GRX Di2

It's simply the electronic version of the RX600. Smooth and reliable, and, like SRAM, it can be paired with MTB derailleurs, including front derailleurs. An additional button on the shifters allows for compatibility with computers and third-party lighting. It's a very interesting proposition, but the price makes it difficult to compete with the 12-speed Force eTap AXS.

Campagnolo - or maybe an Italian gravel drivetrain?

Probably not. The only activity the Italian manufacturer has shown is the introduction of a 12-speed Chorus 11-34 cassette. Therefore, gravel bikes with Campy components will remain a curiosity. I wouldn't expect a dedicated groupset anytime soon, either. The same applies to FSA components and other niche products. They're interesting and refreshing, but they're unlikely to break through the vast distribution networks of Shimano and Sram.

So what will be best?

It's worth noting that there are no weak products on this list. All are well-designed and definitely not aimed at the budget-conscious user. In practice, it's a SRAM vs. Shimano battle. Below are the ones I'd consider when building a gravel bike. Budget solution - Older SRAM groupsets with mechanical brakes. You can find bargains, and at their price, they provide reliable, fast shifting and reliability. No limits – a combination of Red and Eagle eTAP AXS. Huge gear range, wireless electrics, and brilliant looks. And a astronomical price. The optimal approach is undoubtedly the Shimano GRX, especially in the mechanical version without a front derailleur. Excellent brakes with optional auxiliary levers, good shifting, more affordable cassettes and chains, and excellent value for money. Compatibility with a dropper post and dedicated wheels are additional advantages.