QUICK HITS
• Full Wireless Derailleur
• Redesigned 2 & 4 Piston Brakes
• New XC & Enduro Carbon Wheelsets
• New Hollowtech II Crankset
WE DIG
WE DON’T
ABOUT THE NEW XTR M9200
The new XTR launch covers so many new parts and components, with different variations for different mountain bike disciplines. We are going to focus our attention to the Trail and Enduro specific updates, and leave the XC focused products for you to read on your own.
They have fully redesigned the entire line of XTR offerings, except for the brake rotors and chains. We all knew it was a matter of time before Shimano stepped into the fully wireless MTB drivetrain, and they have done it while retaining the classic feel we have all come to know about Shimano groupsets. In our Lab and Dirt sections I am going to break everything down in sections to help make it easier to digest, as this is quite a large product release!
SHIMANO XTR M9250 DERAILLEUR:
The new Shimano XTR M9250 derailleur has been designed from the ground up, focusing on durability and smooth shifting. Even with the adaptation of UDH, Shimano’s engineers wanted to stick with the traditional hanger, finding that it was a crucial component in real world riding situations.
The new Shadow ES technology produces the wedge-shape design of the derailleur body profile, reducing edges that could be caught on rocks and roots allowing impacts to be brushed off. When those impacts happen, the derailleur has an automatic impact recovery function that allows the system to rotate back and up during a heavy impact and then settle back into place. This reduces the chances of major damage sustained by the system being fixed in place. They looked at the derailleur from the eyes of a rock on the trail – what does that rock see and want to hit first?
Shimano has done away with the traditional clutch system, which has been replaced by a new chain stabilizer system. The chain stabilizer creates higher tension on the chain, and is easily serviceable thanks to the dual-spring design. By doing this, Shimano has increased the impact resistance of the area where the clutch used to be, in one of the most damage-prone areas. This also allowed them to slim down that most outward facing area, influencing the design of the rest of the derailleur.
The XTR M9250 derailleur battery sits inside the parallelogram, protected by a wedge-shaped door. This door is built to brush off impacts with its round profile. The door features a slide lock connection, ensuring there is no way to fall off during rides. The battery has 305mAh capacity, with an approximate use range of 200 miles. The system is not woken up by vibrations – to wake up the system you must actuate the shifter. For those that drive to the trails or take many road trips this is an awesome feature to ensure your battery doesn’t drain in transit.
Keeping with the robust theme, Shimano has opted for a solid pulley wheel construction. While this adds some weight, it ensures no sticks or debris can be caught and cause your ride to come to a grinding stop.
The M2950 derailleurs are offered in two cage lengths: the standard “long” cage for use with the 10-51T cassette, or a “mid” cage variant for the 9-45T cassette. The mid cage option is the perfect fit for eMTB’s and those riders that enjoy the slow grind, offering reduced weight and improved ground clearance.
SHIMANO XTR M9260 DERAILLEUR – FOR E-MTB:
Specifically designed for use on eMTB’s, the Shimano XTR RD-M9260 wired derailleur variant gives riders constant power through the bikes existing battery. Both FREE SHIFT and AUTO SHIFT are available within this wired platform. There will be integrations for Shimano eBike motors as well as Bosch and Fazua with more to come presumably.
SHIMANO XTR M9200 CASSETTES
For the new Shimano XTR M9200 cassettes, there are the two range options of 10-51T or a 9-45T. Both options are HYPERGLIDE+ with MICRO SPLINE freehubs. Optimised tooth profiles aid in shifting under heavy load, keeping them running longer without damage in high-torque scenarios. They have strengthened the interface between the carrier and the cogs, and the base of the teeth are thicker, where most failures happen. The first three cogs are aluminium, then 5 are titanium, with the remainder being steel. The surface treatment has also been updated, which Shimano claims to be one of the most important aspects of the system. The new treatment will not wear out leaving discoloration on the aluminium cogs like the previous version. The weight of the 10-51t cassette we have on test comes in at 365 grams.
M9250 DI2 SHIFTER SWITCH
The Shimano XTR RAPID ES Di2 shifter switch is all new. It can either be set up with a direct mount on the brake clamp, or ran separately. Derailleur micro adjustments and FREE/AUTO SHIFT modes can be programmed to the third button via the E-TUBE app.
While the paddle shape is quite reflective of previous XTR paddle, the adjustability is all new and very cool. Each paddle can be independently adjusted forward and back, as well as offering 15 degrees of rotation. This allows each rider to get the precise feel they are after, even for those with more extreme setups.
There are multiple shift modes on tap to suit each riders individual preferences. Of course there is a standard locked out single shift mode where one click nets one gear, and in addition there is also a push through multi-shift mode where you can push past the first wall of resistance to get two gears, and lastly holding down the paddle at the end of its range will allow the system to continuously move through gears both up and down the cassette.
SHIMANO XTR M9220 BRAKES
Shimano took rider feedback from the previous set of XTR Brakes, and made a whole host of changes both inside and out. The changes made to the brakes were focused on improving reliability and getting rid of the wandering bite point so many of us have dealt with on the previous generation. As mentioned earlier there is an XC option with 2 piston callipers, as well as an Enduro-focused variant with 4 piston callipers.
On the lever end, the pivot point has been moved 5mm closer inward towards the bar, aiding in a more natural lever pull feeling. The lever also pulls in an asymmetrical manner, offset five degrees to match the path of the rider’s finger. The changes to the master cylinder also allowed for the hose connection point to be more in line with the bars, making for easier routing into the headset or an overall cleaner look for the cables. The lever adjustment has also been changed and relocated to the base of the lever, using a dial instead of the traditional knob. There’s still the same SERVOWAVE system in place to deliver the power curve Shimano desired.
To address the wandering bite point, the biggest change we see in the system is the introduction of a new low-viscosity oil. This oil stays more stable across a variety of temperature ranges. With this new fluid, the piston seals were also addressed to match the rebound speed of the new fluid. There is not much talk here about the brakes being more powerful, but rather maintaining that power across long descents in a broader temperature range.
The piston material has been changed from ceramic to resin. The resin pistons are less susceptible to damage when working the pistons in and out. The callipers bleed port has been updated to the Road style port, with this the opening and closing of the valve does not affect the syringe. It is to be noted that the new low viscosity fluid is NOT compatible with the previous generation brakes.
When it comes to pad rattle Shimano have addressed this by widening the pads back plate as well as making the pad retaining pin hole smaller. There is also a new fin design introduced here. These new pads are compatible with the previous generations which is something we are stoked to see.
Pricing for these new brakes lands at $330 per end. This does not include the rotors.
SHIMANO XTR M9220 CRANK:
The XTR M9220 crankset is the lightest XTR crank to be produced within the Trail/Enduro class, coming in at 536 grams (175mm option). The Enduro-specific option gets a dedicated spindle that is more robust than the XC offering and offers improved power delivery. These are built on the proven HOLLOWTECH II platform. They have a standard 176mm Q-Factor and a 55mm chainline. Lengths come in at 160, 165, 170 and 175mm. The chainring mounting profile remains the same. Pricing lands at $310 without an included chainring.
SHIMANO M9220 ENDURO/TRAIL CARBON WHEELS
These Carbon Shimano XTR M9220 wheels land at 1791 grams for a complete set. These are only offered in a full 29” setup, ruling them out of many of the current crop of enduro bikes. The Hubs are 7g lighter than the previous version, and offer 3.5 degrees of engagement. The internals have been updated with an industrial cartridge bearing, aiding in ease of service and better sealing for a longer life. This freehub is designed to offer reduced drag while coasting.
The carbon rims are 30mm wide with a hookless bead that’s 4mm wide. Stainless-steel spokes in a J-bend are used, with a 28 hole pattern on both ends. These wheels are only offered with a MICRO SPLINE freehub and CENTERLOCK disc brake fitting. They are not offered with a lifetime warranty, which helps reduce the price point at the time of purchase. The price for a full wheelset lands at $1,715.
THE DIRT
Shimano XTR M9250 Drivetrain | Even with so many new things on our test bike, I was immediately drawn to the adjustable paddles on the shifter. I run my controls quite inboard on the bars, so getting an optimal feel for the shift location can be difficult on some systems. The ability to rotate and move each shift paddle individually on the new Shimano XTR was awesome. After some experimenting with positions, I landed on a feel that has stayed the same since our test event in early February. I generally always opted for single-click shifts, with the occasional push and hold when a steep climb came out of nowhere. Each shift had a very tactile feel, with no mistaking that I had shifted. The push and click feeling of the shifter were very much a more refined version of the mechanical XTR shifters. There is no more index finger shifting, but I am ok with that as the adjustable paddles more than made up for it. There have been no issues since getting the parts in early February. I haven’t even had to use the micro adjustment yet, as the system has stayed in perfect operating order. The third customizable button is a cool add-on for the shifter, but I think is more suited for eMTB applications where you can cycle through different shift options.
When it comes to moving the changing gears, the new wireless XTR derailleur is everything you have come to know about Shimano shifting, but with 21st century features and durability. Over four months of riding, I have not had to fuss with the derailleur whatsoever. I have done bolt checks just to be safe, as I do on all test bikes, but never had anything came loose. Shifting has remained smooth with no dropped chains or weird moments. The biggest difference between this XTR system and SRAM’s Transmission is the instantaneous shifts. I had spent so much time on this system, that when I rode Transmission for the first time again I was getting frustrated with the lag. This is for sure more noticeable when going back and forth compared with living with each system, but there’s something to be said for quick shifting. The near-instant shifts are a much-welcomed aid to my poor technical climbing skills.
The new Shimano XTR drivetrain produced a typical Shimano feeling when shifting. The engineers have done a great job keeping that classic feel true to brand with this wireless system. Under normal riding conditions, the sound of the shifts were quiet and on par with Transmission. When really hammering and shifting at the wrong time, there was a bit more noise when grinding through multiple gears. It was very comparable to the Hyperglide+ on their mechanical derailleurs. On the descents though, there was less overall sound coming from the drivetrain when compared to SRAM Transmission. The only notable loud noise I had was when landing flat on large jumps/drops, which produced a loud chain slap event at full compression. As I have only had the system on the Santa Cruz Hightower 4 test bike, I cannot confirm if this is bike-specific or something to expect across the board. With that to say, it was not horrible or annoying.
The standby mode the new Shimano XTR system goes into is great, as vibrations do not activate the system and burn the battery life. This was handy with how much driving I did with the test bike. Having to shift a gear to wake up the derailleur is a solid functionality the engineers have added, helping to extend the time between charges. Speaking of charging and the battery, I have charged the battery a total of 3 times in four months of testing. All of which were done out of not knowing when the last time I topped it off. I typically don’t use apps to check battery life, but with that said the ETUBE app was simple and straightforward.
While looks are a subjective thing, to me XTR derailleur looks weren’t great on first impression. After living with the system for a few months, I have gotten used to the new shape, and it blends in. One thing that I much prefer is the shifter. I loath SRAM’s POD shifters, which stick out like an elephant in a nursery. That alone would have me placing my money with Shimano when it comes to building up a new bike…
The cranks we have on test are 170mm, which is all that was available at the time of our media camp. After two days riding in the desert, my poor line choices on techy cactus filled climbs had them looking rather chewed up. I would opt for 160mm or 165mm if given the option, to suit my preferences. Even though they are competitively light, these aluminum cranks have stayed true and problem free under some real abuse. Both the chainring and cassette have been solid, there is no noticeable wear on either component. Their performance is what is to be expected from XTR, with no complaints on my end.
Shimano XTR M9220 Brakes | The standout on the new Shimano XTR M9220 brakes was the upsweep on the lever. At first, I found it strange as it is different to what I’m used to, but after my first full day of riding I was sold on the feeling. The lever pull feels very natural and I think does make a difference in how confident I feel on the bike. Channeling my inner Bryn Atkinson and rowing the bars in and out of corners, the brakes felt as if they were pulling more towards my body rather than towards the bar. It is very subtle, but also noticeable when going back to a brake without the upsweep. If you are looking for a little extra edge in bike feel, it may be worthwhile to get on a bike with these new lever bodies.
The reach adjustment dial can be tricky to adjust with gloves on, as it is flush with the lever. That said, the resistance is light and has not become sticky even after plenty of mud riding this winter. Once I found my optimal feel, I have not felt the need to touch the adjuster again.
With the development of the new lever body and caliper for the XTR brakes, Shimano were not shy about trying to fix that wandering bite point that has plagued previous generations. The updates they have made were specifically based on addressing this issue. The Low Viscosity fluid paired with the updated internals have made that feeling a thing of the past. The brakes were bled once during setup at the media camp and have not been opened since. I have had zero changes in how the brakes feel on the trail, with no spongy end of stroke feeling or pulling to the bar on long descents. The brakes have remained snappy and predictable the entire test period.
Shimano XTR M9220 Wheelset | When testing wheels, my most desired feeling is for them to fade into the background of my rides, and the new Shimano XTR M9220 wheels did just that. There were no loud pings or strange noises when hammering through rock gardens. On long descents, I did not find them to be harsh or fatiguing, yet they were supportive enough to keep me happy. When thrown into heavy loaded corners, they provided more than enough support for my 170lb rider weight.
The rear hub sound is on the loud side, with an especially angry tone when coasting and back pedalling. I guess that is part of the compromise to receive the snappy 3.5-degrees of engagement. These wheels lived in the background without making a fuss – no loose spokes, no cracks and no nonsense. Just a solid wheelset. Those that put value on a warranty may wish for more be looking elsewhere. I would feel better knowing there is a warranty should something go wrong, but Shimano says they have opted out of an official warranty for a lower MSRP. It’s an interesting concept as current economical pressures certainly should be appreciative of cost-saving efforts by brands, time will tell how that move plays out. While warranty claims are likely very low from an engineering-driven brand like Shimano, it could certainly be a hesitating factor for some shoppers.
The Wolf’s Last Word
The theme for the new XTR M9200 line was set and forget. I was able to ride the crap out of my bike, put it in the garage, and repeat day in and day out. Both the drivetrain and brakes have built on Shimano’s legacy of quality components built for riders. They listened and responded to consumers when it comes to the wandering bite point in their brakes and have brought their own unique and awesome spin on wireless drivetrains. I am stoked to see more test bikes roll through with Shimano XTR components in the coming months and years, as it’s an excellent offering in the drivetrain and braking space.
Prices:
Shimano XTR Di2 Derailleur: $665
Shimano XTR Rapid ES Di2 Shifter: $220
Shimano XTR M9220 Brakes: $330ea
Shimano XTR M9220 Crankset: $310
Shimano XTR M9220 Wheelset: $1,715
Website: Bike.Shimano.com
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ABOUT THE WOLF
Cole’s den is in Spokane WA, where he relocated a few years back. Growing up in the lush, loamy playgrounds of the PNW, his soul is forever tied to steep, rooty descents and that unmistakable squish of perfect dirt. After 19 years of shredding, Cole’s been on every kind of rig out there. Once a die-hard fan of big travel bikes, he’s now on a quest for the mythical short-travel do-it-all machine. And yes, skids may be for kids, but this middle-aged manchild is here to prove they’re also for anyone who loves having a damn good time.
Rank: Professional Amateur
Size: 6’1” / 185cm | 170lbs / 77kg
Social: @adventuresbycole
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