Everything you need to know about the SRAM Apex groupset, which offers assured operation across its wide ranging 11-32t sprockets

Product Overview

Overall rating:

Score 8


  • First groupset to offer 11-32t cassettes
  • Very assured operation
  • Decent mechanical rim brakes
  • Suitable for a wide variety of drop-bar cycling disciplines


  • DoubleTap has its drawbacks, especially when you’re in the lowest gear
  • ‘Only’ 10-speed
  • Other ranges have stolen its thunder


SRAM Apex groupset


Price as reviewed:


When the SRAM Apex groupset appeared on the scene in late 2010 it heralded the start of a gearing revolution. By using all its experience creating mountain bike gearsets, with Apex SRAM was able to fit — for the first time on a road bike — cassettes with up to 32 teeth on the biggest sprocket. ‘What’s a few more teeth?’ old-school racing cyclists might ask. But for the then-burgeoning sportive market, where non-racers were enjoying road bikes on challenging routes, the bigger sprocket offered a chance to spin up hills more easily. In fact, teamed with a compact chainset, Apex’s set-up offered a wider range of gears than would normally be possible with a triple chainset, yet without the extra weight.

Shimano has since caught up in the sprocket size tech war, but SRAM couldn’t have come at a better time. And while Apex might have lost its USP, it hasn’t lost its charm. Indeed, we’ve tested some bikes with the short cage Apex rear derailleur with its 10-speed, 11-28t cassette compatibility, and in pure functionality terms, it’s impressively smooth.

But seeing as the initial big selling point of Apex is its ability to work with rear sprockets up to 32t, it’s the mid-cage model — with what SRAM calls WiFLi (Wider, Faster, Lighter) technology — that interests us most.

SRAM Apex  WiFLi RD rear mech

SRAM Apex WiFLi RD rear derailleur

Tip-top tapping

Before getting as far as making a judgment about rear derailleur performance, you have to get round the small matter of SRAM’s DoubleTap shifters. They’re an acquired taste, and potentially difficult to come to terms with if you’re used to the established Shimano or Campagnolo gear change systems.

Unlike its rivals, with DoubleTap the brake lever doesn’t pivot sideways: gear selection is controlled using solely the paddle positioned behind it. The rider clicks the paddle a short amount laterally to drop the chain down, or pushes the paddle through a wider lateral sweeping motion to push the chain up. It’s actually a fine system once you get used to it, and in the hand everything from the paddle sweep to the feel of the brake hoods is very assured.

There is one quite glaring drawback, though. Should you be on a steep climb, almost at the end of your endurance and desperate to find one last, easier gear, you might be tempted to push the paddle one more time. If you’re already in the biggest sprocket on the rear cassette, there’s nowhere for the chain to go, so it can’t move any further up the cassette. But the initial click will be registered and the chain will drop down into a harder gear — just when that’s the last thing you need.

SRAM Apex DoubleTap

SRAM Apex DoubleTap levers

Swift and smooth

How do those derailleurs actually perform on the bike? Even with this wider ranging rear mech, it’s still very refined. Like Shimano Sora, there is a slightly utilitarian feel about the groupset, but that’s partly inspired by the types of bikes it appears on — everything from sportive specials, to cross bikes, to tourers. In terms of actual performance we’d place it only a little below Shimano 105, and ahead of Tiagra.

The front derailleur is a very reliable piece of kit, too, offering quick, accurate shifts. Meanwhile, the Apex chainset only comes in one flavour: compact, with chainrings of 50 and 34 teeth. But that’s a perfect fit for its market. The overall gloss black finish — we’ve seen a white finish as well — is not quite as attractive as SRAM’s higher-class options, but it doesn’t look cheap.

One less sprocket

There are some downsides, though. For example, while its SRAM groupset stablemates and Shimano 105 — its nearest competitor — now offer cassettes with 11 sprockets, Apex is only 10-speed. Also, all the other SRAM groupsets now have the option of hydraulic brakes, but Apex’s are still resolutely mechanical (although SRAM does have the after-market 10-speed-compatible S-700 Hydro hydraulic brake system).

In any case, we wouldn’t worry too much about that. Apex’s stock mechanical rim brakes are actually superb. They’re also reasonably long drop, so you might be able to squeeze a mudguard in there for winter use, too.

Although SRAM Apex appeared on quite a number of new bike models in the first few years of its release, now that Shimano’s equivalent or lower ranges can match the wide choice of gear ratios, many manufacturers are seemingly favouring Japanese components once again. As a guide, though, Apex tends to be found on bikes priced below Shimano 105, making it good value. And, as we’ve already mentioned, it also offers enough ability to be a worthy choice for a wide range of different intended bike uses.

SRAM Apex cassette

SRAM Apex cassette



SRAM Apex may no longer seem quite as exciting as when it first burst onto the scene as the low-gear-range road mid-priced groupset. However, it’s loss of status isn’t a loss of quality, and — if you can put up with SRAM’s foibles — as an all-round groupset with decent brakes, forgiving gear ratios and a fair trade-off between refinement and dependability, it offers a fine alternative to Shimano’s options


  • Mike

    I have 52 36 chainring and 11 28 gears. Apex rear derailer shifts smooth and fast. Even in high stress situations. Front derailer shift to big chainring a little tricky but I am getting used to it. Apex is lighter than Shimano 105 and cost a little less. Looking to upgrade wheels first and will stay with Apex for now.

  • Paul B Jackson

    Bought my second Basso frame and fitted the SRAM Apex, previously I had used Shimano Dura Ace and was always very happy with the smooth gear change and it didn’t take much maintenance, but as I’m getting older and slower I need different gearing to allow me to still take on the hills without going to a triple hence my move to the Apex and boy am I regretting the change. The Apex the gear change is clunky as it appears to jump between rings rather than glide across and it requires constant maintenance and adjustment to get it working at its best although even at its best its definitely not as good as Shimano. If I had the money I would go back to Shimano and throw the SRAM Apex in the bin.

  • barry davies

    does nobody ever check the actual gear ratios on a gear chart ???? years ago all triples were 32/42/52, and these could be used with a fairly close freewheel.
    Makes me laugh when cross bikes are fitted at the factory with 34/50 chainsets totally useless for cross.
    to work out gear ratio’s
    formula is chainwheel size (say 52) x wheel size (27) divided by sprocket size (say 13) = 108 inches.

  • Mark Whitmarsh

    “pose less mechanical issues to set up”

    Am I missing something here? When I set up my triple it was exactly the same process as a double. Adjust the limit screws so the chain doesn’t drop down the inside or fly off the outside. What else is there to do?

    I haven’t ridden a 50/34 but I know from riding 48/34 a long time ago that 14 teeth is too big a jump for me.

    They’re right that 50/11 gives a bigger top gear than 53/12 but frankly I hardly ever use even 53/13.

    I’m guessing 50/34 is designed for big Alpine/Pyrenean days when you’re not really doing much on the flat so always either grovelling up or flying down huge mountains.

  • Ron Stuart

    Simon E makes some good points but I would like to add that a front inner of 36 teeth (110 bcd) would obviate the big jump which I have now got used to on my 50-34 compact and still give a very low gear. Secondly there is a lot less setting up of a double front mech compared with a triple chainset mech and also a lot less fiddling about when cleaning the chainset.

    How long is the rear mech though?

    By the way the 11T and 50T combination doesn’t give a higher top gear than a standard race triple at 12T and 52T it’s the other way round mate!

    Mike, is there a reason this review does sound more like a press release?