SRAM are shaking up their brake line-up. After stirring up the market with the MAVEN last year, the American component giant now launches the new Motive – a lightweight four-piston disc brake designed to replace both the Level and Code in the long run. With a clear focus on downcountry and trail riding, the Motive also marks a significant change in the brand’s philosophy: SRAM are switching entirely to mineral oil. But how does the new brake fare on the trail? And what else is new in SRAM’s simplified brake range?
What was the motive? A compact, more intuitive, and scenario-based brake line-up. The tool of choice? Mineral oil. Please welcome the SRAM Motive – a four-piston brake that was designed to deliver top-tier performance for trail and XC riders, combining a low system weight and reliable power. It’s set to outperform and eventually replace the Level model, which were available in two- and four-piston variants up until now. Alongside the Motive, SRAM are also introducing a new variant of the Maven, which came close to winning last year’s brakes comparison test, as well as two new models, the DB4 and DB6. The result? A slimmed-down and logical new range consisting of three families – Maven, Motive, and DB – each with three versions. But more on that later.
Cross-country racing is becoming faster, steeper and more technical than ever – and bikes are evolving accordingly. What used to be classified as XC now sits in the ‘downcountry’ camp, with more capable bikes demanding more capable brakes. SRAM have clearly taken notice and will gradually phase out the underpowered Level brake with DOT fluid. The expected heir to the throne? The new SRAM Motive – essentially a hybrid between the Code and Level models, which aims to combine the braking power of the former with the featherweight construction of the latter. As announced, both Code and Level will disappear from SRAM’s portfolio. We’ve already put the new Motive through the wringer, covering everything from set-up to on-trail performance – and yes, we’ve tested every version.
The SRAM Motive MTB disc brakes – key features and first look
The new SRAM Motive is noticeably slimmer than the burly Maven – both the master cylinder at the bar and the caliper are significantly more compact. While the Motive don’t feature the high-end, machined look of the Maven, they makes a strong case with their system weight: at just 260 g (without rotors), they’re around 200 g lighter than the Maven (for the pair) and would’ve been the lightest brake in our last group test.
SRAM managed to save weight in different areas: the caliper and lever bodies are smaller, the pistons are more compact, and there are also a few other new features to keep the weight in check. None of the three Motive models has a bite point adjustment, but all feature tool-free reach adjustment. The Ultimate variant we tested carbon lever, though it does away with SwingLink – SRAM’s linkage system designed to improve modulation and reduce fatigue. Instead, the Motive uses a DirectLink design, where the lever directly actuates the master cylinder.
As mentioned earlier, all Motive models run on SRAM mineral oil. Maintenance is made easy thanks to the Bleeding Edge port, which allows for clean and drip-free bleeding. Both the master and slave cylinders are made from forged aluminium, while the Ultimate version goes a step further with a carbon lever and titanium bolts to shave off a bit of weight.
DSRAM Motive models – Silver, Bronze and Ultimate
The SRAM Motive range is available in three models that all differ in weight, price and hardware. There’s also a limited-edition Ultimate Stealth Expert Kit in a striking turquoise splatter finish – like the one we know Maven launch.
The SRAM Motive Ultimate top-tier model features a silver anodised finish and carbon lever for a high-end look and feel. Titanium hardware helps shave off grams, resulting in the lightest brake of the three at just 260 g (without rotor). With a price tag of € 300 per brake, it’s the priciest of the lot too.
The SRAM Motive Silver model ditches the carbon levers for aluminium ones, and uses stainless steel bolts. Despite the name, the Silver version actually boasts a black, polished finish. At 273 g, it’s slightly heavier and yet still impressively light – and it offers the same performance as the Ultimate for a more palatable € 245 per brake.
SRAM Motive Bronze is the entry-level option and sticks with a rough, sandblasted black finish. Like the Silver version, it employs an alloy lever, but swaps stainless bolts for steel, bumping the weight to 279 g. It also drops some technical features: the caliper has a fixed line fitting instead of a swivel banjo, and the lever pivots on a plain bushing rather than a bearing – which makes it feel slightly less smooth. At € 190 per brake, it’s aimed at budget-conscious riders.
SRAM also offer a limited Ultimate Stealth Expert Kit for € 655 – an attractive option for riders who like to tinker and tune. The bundle includes two Motive Ultimate brakes in green splatter paint, four lightweight CL-X rotors (2x 180 mm, 2x 160 mm), and a complete bleed kit worth € 137 on its own. You also get two sets of brake pads – one sintered, one organic – so you can play around and match the set-up to your riding style. Buying the kit saves money compared to purchasing items separately, while delivering a standout look and serious performance.
On top of that, the kit includes a complete bleed set – which alone costs €137 when purchased separately – plus two sets each of sintered and organic brake pads, so you can test both compounds and fine-tune your setup to match your riding style. Those who go for the Ultimate Stealth Expert Kit not only save money compared to buying everything individually, but also get a visually unique and highly practical all-in-one package.
New models beyond the Motive – DB4, DB6 and Maven Base
SRAM are also expanding their DB and Maven lines with three new brakes aimed at different riders and budgets.
SRAM DB4 & DB6
The DB8 was SRAM’s first mineral-oil brake, and is now complemented by the new DB4 and DB6. Like the DB8, both models are designed to be affordable, rugged and reliable – great for riders who prioritise durability over shaving grams.
Visually, the DB4 and DB6 look slimmer than the DB8, thanks to a sleeker lever design. Both models are fully compatible with SRAM’s mechanical Eagle Transmission and feature internal Stealth cable routing.
There are some trade-offs, though. The levers are side-specific, and the clamp is fixed to the master cylinder, which limits the options for cockpit ergonomics. The DB models also have a fixed brake-hose fitting with no banjo.
The SRAM DB4 features a tool-based reach adjustment only. Its clamps are not MatchMaker compatible, meaning the brake, shifter, or dropper levers must be mounted separately on the handlebar. It costs € 80 per brake and weighs 364 g.
The SRAM DB6 also offers only tool base reach adjustment. However the DB6 is MatchMaker compatible, allowing for a cleaner cockpit setup than with the SRAM DB4. It weighs 363 g and is priced at € 105 per brake – regardless of whether it’s the left or right version.
SRAM DB4 offers basic features – just tool-based reach adjustment – and weighs in at 364 g. Price: € 80.
SRAM DB6 adds tool-based bite point adjustment and comes in slightly lighter at 363 g. Price: € 105.
While heavier than the Motive range by around 100 g, the DB4 and DB6 are solid options for riders looking for no-frills, dependable brakes.
SRAM MAVEN Base
The Maven are currently the most powerful brakes in SRAM’s line-up – sometimes even too punchy, depending on the bike. The new Maven Base is a slightly toned-down version with four 18 mm pistons instead of the usual mix of 18 mm and 19.5 mm found on higher-end Maven models. It also forgoes the bite point adjustment and bearing on the lever in favour of a simpler bushing. Tool-free reach adjustment remains. The Maven Base weighs 380 g and comes in at a fair € 200.
Once again, SRAM offer a Maven Ultimate Expert Kit, this time in the same green splatter look as the Motive. This includes a bleed kit and four HS2 rotors (2x 200 mm, 1x 220 mm, 1x 180 mm) along with both organic and sintered pads – ideal for tuning your braking setup.
Installation and bleeding – SRAM Motive in the workshop
Installing the SRAM Motive is straightforward. All you need is a Torx t25 key. The lever clamp is separate from the master cylinder, which can make installation a bit fiddly but gives you more freedom with cockpit layout. Thanks to SRAM’s Matchmaker system, you can neatly integrate things like dropper remotes or AXS pods.
The calipers mount easily too. The Expert Kit includes two 20P adapters for upsizing rotors by 20 mm, as long as your frame and fork support it. The Motive calipers feature a rotating banjo fitting for tidy hose routing – except for the Bronze model, which has a fixed fitting.
Want to dial in the performance? You’ve got options: Swap the lightweight CL-X rotors for more heat-resistant HS2 discs, which, according to SRAM, deliver 7% more braking power at the same size. Upsizing your rotor by 20 mm can add up to 14% more bite. Prefer more bite and less fade? Go for sintered pads over organics.
Bleeding the Motive is a familiar procedure – two syringes, one at the lever (threaded) and one at the caliper (via a Bleeding Edge port). The process is clean and efficient: remove the wheel and pads, plug in the bleed-syringes, open the port, and push mineral oil back and forth to flush air bubbles. You can use the Piston Massage Tool to fully reset the pistons and gently extend them against a bleed block using the lever.
Compared to the Maven, the Motive’s bleed process is more forgiving – we had a good bite point after just one attempt, and it stayed consistent even after storage or transport.
While it’s a bit more involved than Shimano’s funnel system, SRAM’s how-to videos make it easy even for beginners. Plus, mineral oil is far more stable than DOT fluid – it’s hydrophobic, doesn’t attract moisture, and only requires a full change every two years. It’s also non-corrosive and less harmful to paintwork and the environment – a big part of why SRAM are making the switch.
SRAM Motive on the trail – real-world test impressions
The SRAM Motive’s lever-feel is unmistakably SRAM. On the Ultimate model, the carbon lever feels warm and comfortable, especially in colder weather. Some of our test riders were missing the bite point adjustment, which would’ve allowed even more fine-tuning.
The DirectLink system (without SwingLink) ensures a smooth free stroke – easier than the Maven – and a sharp braking once the pistons engage. On the trail, the Motive brake feel direct and precise. SRAM call it “Code-like”, and we’d agree – it has the bite of a Code Ultimate, combined with a weight closer to a Level.
Modulation is somewhat limited, which is likely due to the lack of the SwingLink system. If you’re used to the on/off feel of Shimano brakes, you’ll feel right at home. Even on long, steep descents, the Motive showed no signs of overheating or fading – the bite point remained consistent throughout. Want more heat resistance? Just swap the standard rotor for SRAM’s HS2 discs – even XC legend Nino Schurter rides them, and a few extra grams clearly aren’t slowing him down.
Due to the DirectLink system, the Motive does require slightly more finger strength on long descents. That’s where stepping up rotor size – or switching to HS2 discs – really helps. We also preferred the sintered pads, which bite noticeably harder once warm. While, at first, they’re not as snappy as organic pads, but they’re clearly more powerful and less prone to fading once they’ve heated up.
Our conclusions about the new SRAM Motive brakes
SRAM’s revised brake line-up is simpler, clearer, and better suited to modern MTB riding. Maven is the powerhouse for gravity use, DB covers the budget segment with reliable performance, and the new Motive hits the sweet spot for trail and downcountry riding. The Motive are lightweight, powerful brakes that strike the right balance for their intended use. They don’t bite as hard as the Maven, but that’s exactly the point. Riders pushing into light enduro terrain can still bump up power and heat resistance by using HS2 rotors and sintered pads.
Tops
- No fading or overheating
- Lightweight construction
Flops
- No bite point adjustment
- Limited modulation range
More info via sram.com
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Words: Julian Schwede Photos: Peter Walker
