The release of the new Guide brakes could not have come at a better time for SRAM. Although products like the PIKE fork and XO-1 drivetrain have been killing it lately, the brand has been in desperate need of a high performing brake system to compete with the likes of Shimano's popular Ice Tech models.
The Guides are actually the first off-road brake with a SRAM label, and they're here to replace the outgoing Avid Elixir Trail series. So different is the Guide brake compared to the Elixir design that SRAM have ditched the Avid name altogether. Of course SRAM have drawn from Avid's extensive technology bank, but they're hoping that the re-branding exercise will provide them the fresh start they need with consumers.
Let's make this clear though: the Elixir brakes are brilliant performers out on the trail...when they're working We've tested some that have been impeccable, and we've used others that have provided a few headaches Unfortunately the unique Taperbore lever design has proven susceptible to trapping air bubbles, making them a difficult brake to achieve a perfect bleed with. Despite offering up buckets of modulation and power, the slightly squishy lever feel left room for improvement.
Well aware of the existing idiosyncrasies with the Elixir brakes, SRAM set out to build upon the strengths of the previous design, while also addressing the noise and bleed issues that have turned some riders off in the past. SRAM is planning to steal back the market share by creating a quieter smoother and more consistent performer in the Guide.
There are three models in the Guide series. The $159 Guide R, the $189 Guide RS, and the model we have on test, the $239 Guide RSC. The difference in each model lies in the functionality at the lever end, where you get more adjustability as you go up in price. All Guides share the same 4-piston caliper and are designed for XCH trail and All Mountain applications. In terms of weight and braking power, the Guide brakes sit between the super-light XX brake, and the heavy duty Code downhill disc brake.
Initial Impressions
Mounting up the Guide brakes across multiple test bikes has been a refreshingly simple process. The new hinged clamp design is not only friendlier on the handlebar surface, it also makes for quick installation. The levers are ambidextrous, making them super easy to swap left to right. If you're running a full SRAM cockpit, you can also make use of the MatchMaker compatibility to bolt a SRAM trigger shifter and/or a Reverb remote to the same clamp.
All of the Guide brakes feature a tool-free reach adjuster with the indexed alloy dial positioned on the outer face of the lever blade. The previous Elixir Trails positioned this dial on the inside of the brake lever, which could cause fitting issues with GripShift units. The redesigned alloy lever blade is now shorter too, making it stiffer and more ergonomic for single-finger braking.
Internally, the new Guide brake lever is a very different beast to the Avid Elixir. Gone is the Taperbore master cylinder, and in its place is a more conventional timing port system. This relies on a standard cup seal to force oil through the hydraulic brake hose, while a redesigned bladder is profiled to evacuate air bubbles away up into the reservoir and towards the bleed port. This makes the Guide brake far more tolerant of sub-par bleeds, as any leftover air in the system is able to migrate away from the timing port and crucially, the hose. Adding to the Guides1 consistency and reliability, the reservoir holds three times the volume of DOT 5.1 fluid compared to the Elixirs.
Whereas the non-cylindrical shape of the Taperbore system allowed for a progressive delivery of fluid pressure, the Guide brakes rely on a mechanical solution to alter the relationship between lever throw and pad movement They call this feature r5wmgl_ink', and it consists of a simple roller cam system that's positioned between the lever and the piston Think of it like a rear suspension design whereby the linkage controls the suspension rate throughout the travel As you squeeze the brake, the piston is actuated quickly to remove any deadband in the lever stroke Once the pads engage the rotor, they slow down to help increase braking control, removing the grabbiness that some hydraulic brakes can display. SRAM point out that there's more to braking performance than just power, and it's the SwingLink that helps to deliver modulation and control of that power It's worth noting that only the Guide RS and RSC brakes feature the SwingLink design, with the Guide R brakes receiving a simpler DirectLink pivot system that is brought over from the previous XO Trail brakes.
At the other end of the hydraulic line, the 4-piston callipers should look familiar as they've been carried over from the Elixir Trail brakes They feature dual 16/14mm diameter pistons that also help to modulate power delivery The top-loading sintered metallic brake pads remain, and the post-style calliper bolts up neatly without need for the old-style CPS washers Providing the tabs on your frame and fork are machined properly, this makes aligning the pads over the rotor a zillion times easier.
Moving forward, SRAM will not be offering their brakes with rotors in the box. This is a smart move, as it allows consumers the choice to select the appropriate rotor size and hardware for their needs. However, the Guide brakes have been designed around the new Centreline discs, which have a more consistent braking surface compared to the previous HS1 rotors. This helps to reduce vibration under braking, resulting in quieter performance overall. They're also better reinforced with 12 'spokes', making for a stiffer structure and one that is more resistant to expansion and contraction from temperature fluctuations. Centreline rotors are currently available in a 6-bolt pattern with diameters from 140mm up to 200mm.
New generation products typically weigh less than their predecessors, but that's not actually the case with the Guide RSC. There's an extra 15 grams compared to the Avid Elixir X0 Trail brake, and the new Centreline rotor adds about 12 grams over the older HS1 rotor. All up, our front brake with a 180mm Centreline rotor came in at 390 grams. That puts it around the same weight as the Deore XT brakes from Shimano.
On The Trail
Having first bolted up our test set of Guide RSC brakes back in August, we've had plenty of dirt miles to see whether the time and energy that SRAM have invested in the Guides has paid off.
The first thing you'll notice with the Guide brakes is just how smooth they are at the lever. Internally, an ultra-slick finish for the cylinder bore helps to reduce stickiness in the piston. The Guide RSC and RS models also feature a sealed cartridge bearing for the lever pivot, and the SwingLink gets a slippery Teflon bushing. All of this friction reduction is employed to eliminate any notchiness throughout the lever throw.
The second thing you'll notice is how solid the Guides feel as the pads engage. Forget the often-squishy feel of the Elixir brakes, as the Guides deliver nothing less than positive engagement. This gives you greater awareness of pad contact, and a greater ability to modulate the brakes power.
Speaking of modulation, the Guide RSC has it in the truckloads. Of course there's plenty of eye-watering power to be untapped as you squeeze the brake lever deeper into its stroke, but it's the initial contact that feels so controllable. This made riding sketchy lines with a dusty and loose trail surface a whole lot more manageable Panic braking on the Guide RSC brakes rarely resulted in locked wheels, which meant our tyres were in better contact with the trail more often.
This trait was noticeable when jumping back onto a test bike with Shimano disc brakes, which felt grabbier in direct comparison. The Guides simply don't give you the same "on/off" braking feel, and we feel that it's here where SRAM have stepped it up over the competition.
For the extra $120 per pair, the Guide RSC brakes add in an additional pad contact adjuster over the Guide RS. This large dial allows you to fine-tune the point at where the pads engage the rotor, which will please those riders who are particularly fussy with their lever setup Along with the reach adjuster, the Guide RSC's are incredibly easy to dial in to your preference.
Our test brakes proved to be dead silent throughout the test period, with only a wet creek crossing causing a brief moment of brake squeal. Clearly the new Centreline rotors have done the trick. If you're having noise issues with your current Avid brakes, upgrading to the Centreline rotors and a fresh set of pads is highly recommended.
We can also attest to the measures that SRAM have implemented to minimise the affect of air bubbles in the system. After first installing and trimming the hydro lines on the Guide RSCs, we purposely decided not to bleed them, despite knowing there was some extra air that had entered the lines. Sure enough, those bubbles worked their way up into the fluid reservoir, where they remained trapped until we carried through a standard bleed procedure two months later. Despite the trapped air bubbles, the brakes retained their positive engagement and we experienced zero fade on extended downhill runs.
The Verdict
Avid's products in recent years have had some issues, so the arrival of the new Guide brake has been met with considerable anticipation. We can happily confirm that it’s been worth the wait though, as the new Guide RSC brakes deliver on their claims of being a quieter, smoother and more consistent performer.
The 4-piston calipers offer up heaps of braking power, which we feel would be sufficient for downhill racing when paired with 200mm rotors For trail riding however, most riders will find 160mm rotors front and rear to be more than sufficient unless you're pushing 90+kgP in which case a larger rotor up front will be a good idea.
Powerful as they are, the Guide RSC brakes' biggest strength is in their control and ability to modulate that power, which is important to riders of any skill level. The adjustments provide noticeable and usable changes in the setup, and the lever blade remained rock-solid throughout testing with zero slop developing in the pivot.
Our only beef was that the reach adjuster could sometimes jam up a little, and while we didn't experience any issues, the skinny bolt it's mounted to does appear somewhat fragile Otherwise everything held up as expected, with the classy anodized finish showing no signs of wear despite all the km's we had racked up. There was minimal adjustment of the callipers required throughout testing, which is a sign of a solid rotor and plenty of pad clearance.
While the Guide RSC's aren't exactly heavy, XC weight weenies will likely be hoping for a lighter 2-piston version, which we're expecting isn't too far away If you can bear the extra 100 grams per end over the current XX brakes though, you'll be rewarded with more power, more control, better reliability and quieter braking.
