SRAM’s new XX DH AXS Transmission is aimed squarely at downhill racers and riders, and is claimed to offer time savings over traditional, cabled gearing.

With the ability to shift under load, SRAM claims riders can accelerate faster over the first 15 metres of track, saving a claimed 1/20th of a second (0.05 secs), which could make a massive difference to race results.

SRAM says that’s because there’s no need to lift off the power while punching through wireless gears.

On top of that, the DH-specific, direct-mount derailleur is said to be SRAM’s toughest yet, and its quietest, too.

SRAM has also made a new alloy crankset in a move away from carbon for DH-specific use.

So, how is SRAM saving racers time? And what does it feel like on the trail? I flew to New Zealand for the launch of XX DH AXS Transmission to find out.

• Read more: SRAM’s powerful Maven brakes have been given a key update after rider feedback

Start-gate gains

SRAM says the new XX DH AXS Transmission drivetrain enables you to shift under load.

This means racers don’t need to ease off as they hammer the shifter pod as the wireless derailleur transitions from cog to cog when they sprint from the start hut.

As a result, SRAM says riders were able to cover the first 15 metres of track 0.05 seconds faster using the new gear system compared to the traditional cable-operated X01 DH drivetrain it replaces (assuming the power output is the same).

SRAM claims when racers hit that 15-metre mark, they’re travelling 2.7kph faster.

SRAM’s Transmission drivetrains are known for the ability to shift under heavy load, which is why they work so well on eMTBs, which can be brutally unforgiving when it comes to gear changes.

Thanks to the X-Sync tooth profile used across the seven cogs, shift ramps and the shift lanes these create across the seven-speed cassette (10-24t), when you hit the shifter pod to change gear, the chain will only move from one cog to the next when it’s safe to do so.

That’s because the cassette profiling, combined with the clever firmware cassette mapping tech found in the derailleur, means the shift ramps and derailleur’s shift sequence need to sync perfectly before the chain will move, helping to keep it in continuous contact with the cassette, enabling you to shift gears without letting off the gas.

This controlling of shift speeds is what caused some to criticise the original Transmission, saying it was slow to change gear compared to the first-generation AXS Eagle gearing. However, a recent firmware update has helped to rectify this.

According to SRAM, when using its previous DH-specific drivetrain, riders would need to ease off the power momentarily for each shift to ensure the chain moved safely onto the next sprocket. Now, this shouldn’t be an issue, and riders can keep the power down while smashing through the gears.

Clearance counts

I’ll admit, I was a little sceptical about the shift to a wireless rear derailleur. That’s not only because of the weight implications, but also because of their size.

If you’ve seen an Eagle AXS Transmission derailleur, you’ll know it’s considerably chunkier than cable-operated equivalents, and even bulkier than the Eagle AXS unit it replaced.

Having destroyed and replaced countless derailleurs in downhill racing, it’s an issue I’m well aware of.

Thankfully, the new XX DH Transmission derailleur sits more inboard than those that mount to derailleur hangers. That’s down partly to the direct-mount interface (it employs SRAM’s Full-Mount system, so doesn’t use a traditional hanger) of this new bit of kit, bolting it straight onto the frame. SRAM says that makes it incredibly robust, although I didn’t see any of the staff standing on it during the launch, as they did when Transmission first launched.

If you end up belting your derailleur into a rock, it’s good to know the outer-parallelogram link, thread-on cage assembly and skid plates are all replaceable.

With clearance in mind, SRAM has designed XX DH Transmission around 148mm axle spacing rather than 150mm or 157mm. It will work with these, you’ll just need to be mindful when it comes to the bottom bracket and cranks – something many bike brands are embracing for DH.

The move to wider rear axles was in order to help create stiffer rear wheels, so shifting to a narrower back end may sound counterintuitive.

To balance things out, SRAM developed a new ‘XD SLIM Driver’ body.

This is shorter than the standard XD Driver and, according to SRAM, enables hubs with wider flanges to be used, creating a symmetrical spoke bracing angle (not dished), which should be strong but also quicker for mechanics to build up – a concern for World Cup teams.

Alloy only

There’s no longer a carbon crankset option for DH, with all XX DH Transmission crank arms made from alloy only.

These purpose-built, DH-specific cranks are said to be SRAM’s most robust crankset yet, and feature machined surfaces on any potentially high-wear area (whether that’s on the face, where they’re likely to be rubbed by shoes, or at the ends where they’ll potentially be bouncing off rocks and roots). This should help keep them looking fresher for longer.

SRAM is offering sizes ranging from 150-165mm, jumping up in 5mm increments.

Bolted to the new cranks is an updated alloy chainring, which has also been beefed up to handle the rigours of modern DH.

This has been designed to work with the Ochain (the suspension-kickback taming chainring-mounted device, recently acquired by SRAM) and is eMTB-compatible, too. Sizes range from 32-36t.

Sound of silence

Like the existing Transmission derailleurs, the new XX DH unit uses the same Type 4 roller bearing clutch damper to help keep chain slap to a minimum.

SRAM says that due to the shorter cage found here, and therefore the lower leverage, the DH derailleur’s clutch feels stiffer to move.

The result is a very quiet ride, which I can attest to.

During three days of pummelling down Queenstown’s roughest DH runs, my test bike was freakishly quiet throughout.

When questioned about how the clutch impacts suspension performance, SRAM told me the impact is minimal.

In fact, according to its testing, SRAM says the lack of noise and vibration from the drivetrain had the biggest impact when it came to rider experience over any suspension performance concerns.

Weight concerns?

Bolting on a wireless derailleur, complete with a 50g battery, adds weight to back end of the bike, exactly where you don’t want it. You’re adding to the unsprung mass of the bike, which can in turn negatively impact suspension performance.

According to SRAM, although heavier than a standard derailleur, when you pair the new wireless unit with the new XX DH Transmission cassette and look at the system as a whole (cassette, XD SLIM Driver and XD SLIM cassette) the overall weight difference is around 100g.

What’s it like to ride?

My three days aboard a bike equipped with the new XX DH Transmission drivetrain was by no means a full test of the kit, but did highlight a couple of points.

First, as promised, you can indeed shift under load. Those shifts felt responsive enough while putting the power down and getting up to speed, and never felt harsh or made any of those potential chain-breaking sounds we all fear.

Whether it helped me save time when starting out is hard to say. But I could keep my effort constant as I hit the shifter.

Second, it’s incredibly quiet. Even over washboard braking bumps that had my eyes rattling around my head, the Canyon Sender I was on didn’t make a noise. There was no chain slap, no skipped gears and I experienced nothing but accurate shifting throughout.

I’ll keep riding the bike now I’m home and get a full review done in the not too distant future, so keep an eye out for that.

SRAM XX DH Transmission pricing

• Derailluer: £660 / $700 / €765
• Cassette: £485 / $500 / €545
• Crankset: £440 / $450 / €490
• Chainring: £100 / $120 / €112
• Chain: £135 / $155 / €150
• Shifter: £215 / $220 / €240

Mondraker has introduced its new Summum DH bike, available only in aluminium construction and mullet (mixed wheel size) configuration. All models will have reach adjustment via interchangeable headset cups, angle adjustment using a flip chip on the shock mount and adjustable chainstay length.

The top-spec build will include SRAM’s new wireless electronic seven-speed DH groupset, XX DH AXS Transmission, also released today.

The Mondraker Summum has a strong lineage, with the first prototype including Mondraker’s Zero Suspension System appearing in 2009 when Fabien Barel rode a prototype Summum to win the Maribor DH World Cup.

Zero Suspension System

The Summum still uses Mondraker’s proprietary virtual-pivot style suspension system, seen on all of Mondraker’s full-suspension bikes. The Zero Suspension System connects front and rear triangles with two short, co-rotating links.

Although team riders were seen using a Summum with an idler wheel in 2024, the new Summum retains a more traditional low-pivot suspension setup delivering 200mm of rear-wheel travel.

The shock’s angle is more horizontal, showing that the way it’s actuated has been refined compared to the previous-generation bike.

The suspension is adjustable via a flip chip in the shock mount. Mondraker says the adjustment is primarily for geometry changes, but that it also changes leverage ratio at the beginning of the travel and increases progression by 1.5 per cent. Mondraker suggests this can be used to adapt the bike to different rider preferences, terrain and shocks.

Geometry

There are three sizes on offer: medium, large and extra large, with 450mm, 480mm and 510mm reach respectively.

Mondraker has built a range of adjustment into the Summum for different riders’ bodies and riding styles.

Swapping the removable headset cups on the Summum changes the reach by +/- 5mm.

The flip chip alters the bottom bracket height by +/- 5mm and the head tube and seat tube angles by +/- 0.35 degrees.

Removable dropout inserts on the Summum can shorten or lengthen the chainstay by +/- 5mm to fine tune how the bike rides.

These adjustments add up to 27 possible geometry configurations. All Summums (including the frame-only option) include the dropout kit and reach adjustment headset cups as standard, so no extra purchase is needed to access the full range of geometry customisation.

Lineage

The Summum is the only bike ever to score a clean sweep at a downhill World Championship, with a 1, 2, 3 for Danny Hart, Laurie Greenland and Flo Payet at Val Di Sole in 2016.

In 2017, Markus Stöckl took a standard Mondraker Summum to 167.6Km/h down a Chilean mountain, making it the fastest production mountain bike in the world.

This latest version of the Summum has been refined by the Mondraker DH team, including two-time Hardline and World Cup winner Rónán Dunne.

During the 2025 season, the prototype had bolt-on stiffening plates in the rear triangle. These enabled the stiffness to be tuned for optimum traction and Mondraker to decide on the balance of stiffness and compliance in the final production frame.

2026 Mondraker Summum build options

There are two bike builds and a frame-only option to choose from:

The Summum RR is the top-spec bike with a RockShox Boxxer Ultimate 29in fork, RockShox Vivid Coil Ultimate shock, DT Swiss EX1700 Classic wheels, SRAM Maven Ultimate brakes and the new electronic SRAM XX DH AXS T-Type seven-speed drivetrain.

The Summum R is the more budget-conscious of the two builds, featuring a Fox 40 Performance fork and Fox DHX2 Performance shock, e*thirteen Grappler Flux wheels, SRAM Maven Base brakes and SRAM GX DH seven-speed drivetrain. The Summum R is available in a Fog Grey / Superblack / Solar Flare colourway.

Pricing and availability

Mondraker says bikes and frames will be available “in a few weeks”.

• Summum RR: £7,999 | $9,499 | €8,499
• Summum R: £4,999 | $6,499 | €5,999
• Summum RR frameset: £2,799 | $3,699 | €2,999

As I rolled into the steep, off-camber trail, littered with roots and rocks, I could clearly see the line I needed to hold. Just a few inches off and I’d be into the trees and cartwheeling down the side of a Welsh mountain.

Letting off the brakes, I managed to slide the bike into position and committed.

And then the revelation. As the speed picked up, I couldn’t quite comprehend how well my front wheel was tracking the ground. There was grip and control like I’d never felt. I could hold the line and ride it faster than ever before.

As my front wheel fluttered over the chunky root spread, I knew the fork I’d invested in was well worth the money.

This was back in 1999. I’d worked for hours on end in a supermarket, saving up to buy the latest RockShox Boxxer 151 and it was already changing how I was riding my bike.

Now, 27 years on, RockShox has unveiled the latest, updated Boxxer. It’s better than ever, dripping in cool tech and I was at the launch in New Zealand to see whether it could match the revelatory experience I had with the original fork.

A brief history lesson

RockShox unveiled the first Boxxer downhill fork way back in 1996. Back then, it was a prototype and only a handful of top racers had access to the tech. It had 32mm stanchions, 150mm of travel and posts for rim-brake calipers.

Then, in 1998, RockShox released the Boxxer to the masses, who could make the most of the open bath damping and mounts for disc brakes, which were slowly gathering momentum.

In the early 2000s, coil springs were replaced with a single-sided air spring and the first Motion Control damper.

Slowly, travel figures crept up to 200mm, different stanchion treatments were applied to reduce friction and damping adjustment, and tunability started to increase.

As I’m sure you can remember, it wasn’t all about damper development. Once into the 2010s, the mountain bike industry decided to up wheel size from 26in to 27.5in, then 29in hoops. As a result, the Boxxer had to change, too.

Before long, the stanchions were beefed up to 38mm and the Boxxer housed the latest DebonAir+ air spring and Charger 3 RC2 damper.

When it comes to success, the Boxxer must be one of, if not the most successful mountain bike forks of all time. It helped the likes of Steve Peat, Nico Vouilloz, Rachel Atherton, Sabrina Jonnier and Sam Hill (to name a few) win multiple World Cup races, overalls and World Championships between them.

The revelation

I was one of the early customers. Although I’d missed out on the early 1998 fork, I managed to secure the 1999 151.

This replaced the RST Hi-5 I’d been running up until that point. The lack of control it offered, along with the elastomers that drastically altered in performance depending on the temperature, meant it was rubbish.

While I knew it couldn’t turn me into Steve Peat or Nico Vouilloz overnight, the 151 felt incredible. On my first ride on a Welsh mountainside, I couldn’t believe how well it kept my front wheel tracking the ground.

Root spreads were swallowed, I was finding grip where I never knew it existed and my confidence was sky high as a result. Swapping to this new fork transformed my bike and how I could ride it.

Spring in its step

That was close to 30 years ago, though, and a lot has changed. The 2027 fork I’m just back from riding in New Zealand’s Queenstown Bike Park is a far cry from the coil-sprung, skinny-legged Boxxer I started out on.

Let’s start with the new, position-sensitive LinearXL air spring (stiffness varies depending on how far the fork is compressed) and the sticky-out bit at the bottom of the lowers, dubbed the AirAnnex.

The LinearXL AirAnnex creates additional volume on the spring side of the lower legs (which looks a lot like a brake reservoir). This helps produce a more linear spring curve, reducing harsh ramp-up that can result from the air inside the lower legs compressing.

Because there’s less volume on the air-spring side (due to the difference in air-spring cartridge versus damper design), the lowers only needed the extra space on one side to achieve this.  

A more linear, less progressive spring curve helps produce more comfort and control deeper in the stroke.

To achieve this, RockShox moved to a twin-tube design, with the resulting changes (decrease in piston diameter, etc) requiring higher spring pressures as a result.

On top of this lot, breather holes placed strategically on the upper tubes (stanchions) further reduce pressure build by balancing pressures in the lower legs as the fork moves through its travel, boosting the overall effect and, according to RockShox, improving sensitivity and reducing any kind of harshness.

RockShox says it has created a very predictable, supportive and controlled new air spring that’s extremely supple.

Slick and slippery

Some of that suppleness and sensitivity can be attributed to divots dotted around the stanchions.

These dimples are found below the wiper seals. As the fork cycles through its travel, lower-leg lubrication oil can get trapped in these shallow pits before being transported to the bushings (and foam rings), ensuring things stay as slippery and friction-free as possible. This, in turn, helps create a consistent and very predictable feel, as well as upping the service interval to 50 hours.

Inverted forks don’t struggle with this issue because gravity helps keep the oil where it needs to be for maximum lubrication, so the RockShox ‘ButterWagonTech’, as the team refer to these divots, could be a real step forward for improved sensitivity over a longer period of time.

To help further, RockShox has switched to a new Maxima 15wt lower-leg oil and helped develop new SG920 grease, in a bid to rid the Boxxer of as much friction as possible.

It also worked with SKF to develop new wiper seals, which are said to ‘grab’ less on the stanchions as the fork switches between compression and rebound.

Damping duties

With less friction in the fork, RockShox had to reconfigure the Charger 3.2 damper, adding more damping force to help compensate for the lack of stiction.

The updated speed-sensitive damper (which regulates oil flow and damping force depending on the shaft speed) is designed to be incredibly easy to set up – a trait many appreciate with RockShox suspension units.

Adjustments include rebound damping, along with low- and high-speed compression, which are claimed to be fully independent of one another.

The updated rebound and compression tunes are said to still feel similar at the extreme ends (fully open or fully closed), with each click in between offering a tangible difference in feel.

On top of that, you’ll still find ButterCups at the end of the spring and damping shafts. These little golden assemblies are designed to help eliminate high-frequency vibrations and reduce rider fatigue.

Vivid imagination

It’s not all about the fork, though, with RockShox also unveiling the new Vivid Coil rear shock.

According to the brand, it has tidied up the oil paths in the reservoir, reduced friction and IFP pressures (which lowers the breakaway force and ups sensitivity) and updated the damper extensively, claiming to have made the low- and high-speed compression adjusters more usable, without any harshness when you need to wind them on.

As with the Boxxer, it has also numbered the adjuster dials to help riders keep tabs on their settings more easily.

Bringing back memories

So, did riding the new Boxxer conjure up the same feeling I had back in 1999 when I first tried the fork?

I spent three days lapping Coronet Peak and the Queenstown Bike Park to get a feel for for the new Boxxer.

While I don’t think my experience of the new fork could be as transformative as my first time on a Boxxer – remember, I’d switched from a fork with elastomers and springs over to the coil-sprung Boxxer 151, which was a massive leap – I was still extremely impressed.

It’s sensitive and smooth, but my biggest takeaway was how well it could handle big impacts late in its travel.

Riding the rough, fast trails of Queenstown Bike Park, I couldn’t believe what I could get away with when stoving the new Boxxer into the ugliest, steepest sections of track.

There were times when I felt as if my arms were going to crumple and leave my chest slammed on the bar, yet the fork soaked up the hardest hits, supporting my weight without feeling harsh and recovering in an instant, to keep my front wheel tracking the trail.

This was seriously impressive stuff.

The adjustments were noticeable and dialling it in didn’t take long, as promised.

Because my time with the new fork was limited to only a few days, I’ll leave a full review until I’ve spent more time on it, so stay tuned.

Range overview

The forks and shocks below are available for aftermarket purchase. RockShox will also have various Select+ and base models on complete bikes, so keep an eye on bike brand websites for specs.

Boxxer Ultimate

• Damper: Charger 3.2 RC2 with ButterCups
• Spring: DebonAir+ Linear XL with ButterCups
• Travel: 180, 190 and 200mm
• Wheel size: 27.5in or 29in
• Offset: 44mm (27.5in), 48mm (27.5in), 48mm (29in), 52mm (29in)
• Price: £1,945 / $1,999 / €2,180

Boxxer Select

• Damper: Charger 3.2 RC
• Spring: DebonAir+ LinearXL
• Travel: 180, 190 and 200mm
• Wheel size: 27.5in or 29in
• Offset: 44mm (27.5in), 48mm (27.5in), 48mm (29in), 52mm (29in)
• Price: £1,460 / $1,499 / €1,635

Vivid Coil Ultimate

• Damper: RC2T with ABO (adjustable bottom out)
• Price: £690 / $709 / €775

Vivid Coil Ultimate DH

• Damper: RC2 with ABO
• Price: £700 / $719 / €785

SRAM has unveiled a series of changes to its Maven brakes, relaunching the Bronze, Silver and top-tier models.

Although the lever feel has changed, SRAM says the top-end power remains the same.

With the lever feel of the mightily punchy Mavens being somewhat divisive, SRAM set about making some changes to the SwingLink cam mechanism and lever blade. The result is a brake that’s lighter to pull but still offers outstanding stopping power.

If you own the Mavens already, these new parts can be purchased as an aftermarket upgrade.

• Read more: SRAM says its new drivetrain is tougher, quieter and will make DH racers faster

Lighter lever feel

Braking style, lever setup and feel are all very individual, subjective things.

That’s why different riders will like different brakes for different reasons.

When SRAM launched the Maven brakes in 2024, I was a big fan of the power they possessed and how it was delivered.

Not everyone was, though. While some criticised them for being too powerful, there were more who were unhappy with the initial lever feel, wanting it to be lighter.

This might not have been such an issue if the Maven line-up didn’t include the Base model. The more basic lever didn’t feature the SwingLink cam mechanism and, as a result, felt lighter to pull.

The Maven Base model won over rider after rider and SRAM was quick to take note. It knew it needed to update the Maven line-up and adjust how the pricier, more adjustable levers felt in a bid to please the masses and the result is the updates announced today.

I caught up with Ben Crowe, Maven product manager, to find out how these changes came about.

Out with the old

“The current gen has that distinct heavy breakaway. As with anything, people who liked that just got on and rode it,” says Crowe.

While the original Mavens had their fans, that initial lever feel created more than its fair share of critics.

Crowe continues: “There were people who wanted a lighter-action lever. That was probably one of the number one things; getting rid of that cam-over feel and making that just a bit smoother and in line with Base.”

Despite lacking all the bells and whistles of its three pricier counterparts, the Base model’s lever feel was lighter and something many riders were gravitating towards.

“We had our SwingLink Mavens and Base Mavens in market, which had very different lever feels, so we got to take learnings from both and make improvements to the SwingLink versions,” says Crowe.

He and the product team got to work, using feedback about the original brake.

The result? “We made changes to the SwingLink mechanism, but almost everything else in the system is the same – same level of power, same air management system, same gland and volumes.”

Same power, different feel

So, what did SRAM do to change the polarising lever feel of the Maven Ultimate, Silver and Bronze brakes?

“We did manipulate the hydraulic ratio slightly. But it’s the change in the SwingLink that is going to manipulate your mechanical advantage through the pull of the stroke, and then the slight change in the hydraulic rate is how we addressed the feel,” says Crowe.

Take a closer look and you’ll see the older brake features a red cam, compared to the gold SwingLink cam on the new model.

This change means there’s a higher initial leverage rate, delivering a lighter feel at the revised lever blade. SRAM has then designed the leverage rate to be more linear on the new brake compared to its predecessor, although this still builds progressively, with the aim of delivering more power as you get deeper into the stroke.

Smoothing out the leverage rate helps to create a more predictable brake overall, with a ramp at the end where power tops out.

The previous brake delivered a lot of power in the middle of the stroke with less ramp-up at the end and required more force to get the lever moving initially.

With an increased mechanical rate, SRAM needed to balance out the hydraulic rate in order to keep the power the same.

This was done by reducing all four pistons to the same 18mm diameter, compared to the previous iteration, which featured two 19.5mm-diameter pistons, alongside two 18mm pistons.

The end result, according to Crowe, is “the lever feel off the top is much more similar to Maven Base”.

Pleasing the masses

But how did SRAM settle on the final lever feel? And when did it decide that the existing offering wasn’t quite right?

Crowe explains: “We rely heavily on feedback from riders that trickles up through our in-market reps, our OEM customers and just markets. We try to listen the best we can and when something feels like there’s a momentum swell, you can feel that it’s not just one or two people saying something.”

Of course, it’s not as simple as making the decision to alter an entire product line because it’s a costly process. Crowe and his team will investigate the scope and costs of such a project before ploughing resource into it. In this case, it made sense to make some changes.

But how big a change should they aim to make? Replicate the feel of the Base or try something more extreme?

“We found that a light lever action is good, but if it’s too light, you start to lose some of the feedback,” says Crowe.

It was the feedback that I really liked (along with the power) on the first Maven brake. I find if the lever feels too light, my braking isn’t as accurate and I tend to pull harder than I need to.

Getting that feel perfect can’t be easy, though. What does the process look like for a brand such as SRAM?

“To the subjectivity part. Some people like that [a light lever feel] and want it as light as possible, and sometimes if it’s too light, you feel like you’re losing that precision and feedback of how hard you’re pulling,” says Crowe.

With the help of the machine shop in SRAM’s Colorado Springs facility, the brake team was able to whip up a number of different SwingLink samples, each delivering a slightly different brake feel.

Crowe gives some insights into the testing process: “Because it was so subjective, we have some hard requirements on reach range, and what your max deadband is in the worst-case scenario. For the subjective side of where that curve starts to climb at the end of the stroke, we get a group of six to eight of us together and go and do week-long test trips.”

While riding, Crowe explains SRAM’s riders avoid talking to one another, keeping feedback private to avoid influencing other members of the team.

They then collate their feedback in the hope they can make a call on the final direction they’ll be heading in.

“The one we went to production with was the almost uncontested preferred option,” says Crowe.

On the trail, it’s fair to say the revised SwingLink and lever make a difference – and the feel, especially that initial pull, is lighter. I’ll have a full review coming soon, so keep an eye out for that.

And there’s more…

Not only did SRAM update the SwingLink, but the latest generation of Maven brakes also features new lever blades.

While the Ultimate brakes get a lighter-weight carbon blade, possibly the most interesting update is the Silver’s lever, which is a forged then CNC-machined number and is the choice of World Cup phenomenon Amaury Pierron.

The Bronze brakes use a forged alloy lever blade.

What’s more, SRAM is offering a retro-fittable ‘tuning kit’, which includes the new SwingLink (gold) and revised lever blade. That means if you have Mavens (Ultimate, Silver or Bronze) and want a lighter lever feel, you should be able to achieve it. And, in theory, by changing the SwingLink and lever but keeping the same caliper and pistons (including the two 19.5mm pots), you could increase power slightly more.

SRAM also says it has improved overall consistency with the new brakes and made setup easier.

Range overview

SRAM Maven Ultimate

• Adjustments: Contact adjust / reach adjust
• Lever blade: Carbon
• Caliper hardware: Titanium
• Weight: 363g
• Price: £290 / $299 / €325 (per end, without rotor)

SRAM Maven Silver

• Adjustments: Contact adjust / reach adjust
• Lever blade: Aluminium, forged and CNC-machined
• Caliper hardware: Black stainless steel
• Weight: 379g
• Price: £260 / $265 / €290

SRAM Maven Bronze

• Adjustments: Reach adjust
• Lever blade: Aluminium, forged
• Caliper hardware: Stainless steel
• Weight: 381g
• Price: OEM only

SRAM Maven tuning kit (includes two levers and two light action SwingLink assemblies)

• Price: £105 / $109 / €120 (carbon lever kit), £85 / $89 / €95 (CNC forged alu lever kit), £65 / $69 / €75 (alu lever kit)