When we first began testing the Omega X, we weren’t quite sure what to expect. After all, we knew we already loved the Omega. So in this case, we were of the mind that TriRig should have probably just taken the advice of the old adage, “If it ain’t broke, don’t fix it.” Boy were we wrong.
As it turns out, the Omega X was so much more than an incremental upgrade of the original Omega—this was a completely new product completely. The Omega X took everything we loved about the Omega and kicked it up a few notches. The new Omega X is easier to work on, more compatible with different bikes, and packs more stopping power.
As we mentioned in our First Look, you’ll immediately notice that the Omega X has no visible bolts on the front face. Intrigued? So were we. TriRig equipped the Omega X was a magnetically attached front plate, which covered the internal “guts” and made quick adjustments a breeze.
At the time of our First Look, TriRig had not yet taken the Omega X in to the tunnel. While there’s still no tunnel data today, TriRig has come out with the following statement: Given that the Omega X design is so similar to its older brother, we did not conduct a new wind tunnel study. The Omega X may in fact be slightly faster than the original, due to its new bolt-free Front Plate, which is both smoother all around, and uses a slightly deeper chord. We may come back and do another study at a later time. But for now, we will present our original Omega wind tunnel study.
Since this was a complete reworking of the Omega, that also included the internals. The updated wedge \ lever design returns the brake levers to center more easily, and a new “home” position on the wedge helps provide an increased initial “bite” when braking. The wedge also now has a small protrusion that fits into the back plate and should make centering it during installation a breeze.
Another improvement you’ll find with the Omega X is that it’s compatible with a traditional single-post mount, Shimano direct-mount, and TRP U-brake direct mount standards. This compatibility could not be achieved with either the original Omega or the Omega SV.
Like the original Omega, the Omega X is designed to work with just about any wheel on the market. The X can open up to 32mm (even when using 6mm tall pads) at the top of the brake track, or skinny down to fit 19mm wheels. On each side of the brake is a set screw that sets how far the pad is from the brake track. So when switching to a wider rim, you just need to move the pads outward. We change wheels often, so was a huge design feature that we were happy translated over to the Omega X. And as expected, it came in handy multiple times throughout our testing period.
Overall, we have to admit that nothing much has changed from our First Look several months ago. And in this case, that’s a good thing. Even when we’d gotten in only one ride with the Omega X back in June, we were confident that it wasn’t going to disappoint over time. And we couldn’t have been more right. The stopping power is amazing, it makes wheel swaps a breeze, and the price is right at $184.99 (just $5 more than the original Omega). To sum things up, similar to what we’d said about the original Omega, we’d be hard pressed to give this brake up.