I've been using the M5100 rear derailleur and cassette on my touring/commute road bike since the 2021 rebuild after the frame cracked and was replaced under warranty. The 1x philosophy has proved correct: the gear range is wide (I only ran out of high gears trying to hang with a fast pack), there's only one shifter to keep track of, and you never drop the chain because the front derailleur was shifted at the wrong time. The M5100's gear jumps are big enough to handle the rapidly changing Bay Area grades, which also force a fresh shift quickly enough that being between gears never lasts long.
My wife's Lynskey GR300 from two years ago, however, was instructive. The disc brakes still squealed annoyingly, but the shifting was amazing — quiet, and so smooth that when Arturo tried her bike he thought a shift hadn't happened until he noticed the pedaling getting easier or harder. By contrast, my M5100, while reliable, would occasionally flub shifts under load. When we built her Ritchey Montebello, I went 1x Eagle AXS again, and that bike performed admirably too: it never missed a shift, and the battery life has been superb.
My White Industries rear hub could be retrofitted with an XDR driver, letting it accept an Eagle cassette. All I'd need was a wireless rear derailleur and dual-control shifters/brake levers. However, SRAM had stopped making those levers, and eBay prices were well into the $700 range — too rich for my blood.
In 2024, SRAM upgraded the wireless Blips to pair directly with their derailleurs, without needing another SRAM device to handle the initial pairing. At $105 a pair, the Blips could be mounted anywhere on the bike. The batteries aren't user-replaceable, but SRAM claims 4-7 years of actual use, and they're light enough to carry a spare pair on tour. My other touring friends had steadily converted to AXS — its wide range and easy pack-up made it attractive for anyone flying with their bike.
In April, I spotted a deal on backcountry.com: a Santa Cruz Blur with GX AXS for under $5K. It got better when a customer rep told me that for $800 I could upgrade the bike to T-type transmission AND keep the original parts — enough to convert my touring bike to AXS. On a mountain bike, T-type has real value: there's no fragile hanger to bend, and those bikes are meant to get trashed. I sprung for the upgrade. After enough riding to confirm I wanted to keep the Santa Cruz, I bought the White Industries XDR driver and a pair of wireless Blips. I already had a waxed Eagle NX chain ready to go.
Rather than do the install myself, I took it to my local shop, The Bicycle Outfitter. I described what I wanted: Shimano driver replaced with XDR, old chain removed, Blips installed under the hoods where the Ergopower thumb-shifter lever would have been on my 2008-era Campagnolo Record brake levers. "But that'll be too fat!" said the shop employee. "Try it!" I said. We took the Blips out of the retail packaging, pulled the hoods back, and slotted them into indents in the plastic body of the brake lever, almost as though molded for them. After we pulled the hood back down over the Blip, it looked right. "OK, but if it falls off or you don't like it, it's on you!" "No problem. Just look at it, it looks as though it was designed for it!"
A couple of days later, I swung by to pick it up. "That hood placement worked out really well!" declared the same shop employee. "It makes the whole setup feel like integrated brake lever shifting. In fact, I'm going to steal the placement idea for an AXS conversion on my own bike. I just ordered the Blips for myself!"
I rode it on my commute for a couple of days and then took it up Montebello Road. As expected, the bike shifted well, and the hood placement let me shift standing, on the drops, or rolling along on the hoods. Moving my hands on a climb from the top of the bars to the hoods to trigger a shift was no worse than bar-end shifters — actually a bit better. I triggered a false-positive shift exactly once. I also programmed the "push both Blips at once" function to push the lap button. (It can also be programmed to show the map screen on the Garmin Edge 840.) The biggest difference would come off road in rapidly changing terrain, where flubbing a shift might mean having to get off and walk. While the Garmin had a gear indicator, I never used it, relying on the bike computer's beep whenever I hit either end of the cassette.
In retrospect, I should have made this conversion much earlier. The shifting is smooth, and the added 10t sprocket would have let me stay in the draft of the fast touring group last year. I wouldn't call it a "game changer" — the engine didn't change — but it's a nice quality-of-life improvement. I can see myself swapping to a smaller chainring eventually to get a lower low gear while still keeping a higher high than the M5100 offered. (As it stands, all I've gained is a higher high — enough that I wouldn't spin out even at 32mph, which is probably much too high!)
Recommended.
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