Shimano XTR drivetrain, brakes and wheels on test: How good the new XTR-Di2 is
Jan Timmermann
· 04.06.2025
Shimano strikes back with the new XTR wireless drivetrain. The electronic drivetrain is designed to be fast, durable and elegant. The XTR Di2 M9200 comes without a cable or cable pull, but with a wide range of configuration options for cross-country and enduro riders. Also included: revised disc brakes and wheels with the Shimano XTR logo. We not only tried out the cross-country parts on professional racer Karl Platt's personal bike, but also bolted the trail and enduro parts onto a test bike. We also had the opportunity to compare the wireless XTR with the transmission shifting from Sram. Here is our first test impression.
Karl Platt's first metres on the new Shimano XTR groupset
Marathon legend and Shimano athlete Karl Platt bolted the new XTR to his race bike, loaded it into his car and drove to BIKE. Together with our test editors, Platt, who won the prestigious Cape Epic stage race again this year, rode the brand new groupset for the first time. Until then, he had not ridden a single metre of the parts off-road.
This makes shifting fun again! Instead of the lever forces of a shift cable, there's direct feedack. Bam, bam, bam: It's like Porsche PDK! Slamming into gear under load? It feels good. When I switch from the new Di2 to another wireless gearstick, I think the battery is flat. The shifting speed of the XTR M9200 is a real pleasure. - Karl Platt, Team Bulls
First test of Shimano's new wireless shifting system
The Shimano XTR M9200 drivetrain can be installed in no time at all, without any cables or wires. A new freehub body is not required, nor do you need a special derailleur hanger or an exotic tool. Shimano relies on the familiar Microspline freehub, allows compatibility with all derailleur hangers (including the Sram UDH standard) and relies on the proven Hollowtech II standard for the cranks in combination with either threaded BSA or pressed press-fit bottom brackets. Brave new world: The Shimano E-Tube app is required to link the rear derailleur and shifters. However, the digital set-up should not pose any challenges for the average user. You don't even have to create an account. Instead, all possible setups can be found on the smartphone, from lever functions to multishift settings. Exciting: The app even allows you to set the shifting speed from subtle to lightning-fast.
The XTR Di2 gives a stable impression as soon as you see the bulky, rounded rear derailleur body. The rounded design makes perfect sense and offers hardly any surface to catch on. The additional ground clearance provided by the short cage and small chainring also promises advantages in terms of durability. The long-term test will have to show how the small nine-sprocket performs. - Jan Timmermann, BIKE editor
Riding through the terrain on the Shimano XTR Di2 M9200, you almost forget whether an electronic or mechanical rear derailleur is attached to the dropout. This much is clear: Shimano has done a great job with the feel of the shifting. The lever is released with a defined click and the chain shifts to the next sprocket with a crisp response. Although the levers can be turned in a variety of ways, we felt that they were a little too close together, meaning that we had to reach a little too far into the controller to operate the lower lever. Apart from that, the new shifting system doesn't miss a beat. The gear changes are defined and work smoothly even under load. Our testers confirm Karl Platt's initial impression: The new XTR is fast. So was the old one, but its successor shifts gears a little more precisely and reliably in hectic situations. In direct comparison to Sram's AXS Transmission drivetrains, the precision of the new Shimano is almost on a par, even under load - but only almost. Sram remains a My cleaner when shifting with a lot of power input at the crank. However, the XTR has a speed advantage, especially when changing gears quickly one after the other. This is likely to be more significant in racing situations than on an after-work tour.
We also tested the new compact cassette with nine to 45 teeth. The idea behind it: With a smaller sprocket, a smaller chainring can be used without any loss of gear range. In fact, the one-tooth smaller cog has an effect that should not be underestimated. With a 30 t chainring, there were enough gears available in the test at high speeds to pedal with vigour. On the other hand, we wished for a slightly lighter climbing gear on steep alpine terrain. The new 28 mm chainring should solve this problem. However, the chain is then extremely close to the chainstay on many frames. This has the advantage that - especially in combination with the noticeably increased stabilisation of the rear derailleur - there is hardly any chain slap. It remains to be seen whether this configuration will lead to compatibility problems. In any case, the familiar 10-51 cassette is also available. Unfortunately, Shimano has omitted a lever on the new XTR rear derailleur to switch off the stabilisation function. This means that it takes a little more patience to install and remove the rear wheel than with Sram.
During test rides in the foothills of the Alps, either strong calves or an e-bike were needed with a 30 chainring and 9-45 cassette. For comparison: The gear range is 500 per cent. That's ten per cent less than the 10-51 cassette from Shimano and 20 per cent less than the 10-52 cassette from Sram. However, the gear range is not the problem, but the climbing gear: the lightest gear ratio of 1.61 is noticeably harder than the 1.52 with a 32 mm blade and 10-51 mm cassette. - Jan Timmermann, BIKE editor
How to ride the new Shimano brakes
The new XTR once again boasts a major strength of all Shimano brakes: Installation and bleeding are child's play. Another familiar feature is the short braking time. For a lightweight race brake, the two-piston XTR delivers plenty of power. The stoppers grip the new discs firmly. The pressure point was reliable and consistent throughout the first test. Skilfully positioned in the centre, the new Shimano brakes are impressive with their good modulation. Without knowing the background, most bikers will probably hardly notice the detailed improvements in ergonomics and function. Or to put it another way: In a blind test, it would probably be difficult to tell whether a new or an old XTR is jammed on the handlebars. The Shimano XTR stoppers come from a high level and are seamlessly integrated into the new version. Nice: The rattling of the IceTech brake pads is finally a thing of the past.
Even in the marathon, I used to ride the XTR brakes with four pistons. The few grams of weight saved by the smaller brake calliper did not outweigh the power of the trail version. However, I am amazed at how much power the new cross-country brake has. - Karl Platt, Team Bulls
In terms of appearance, more has happened with the enduro and trail version of the Shimano disc brakes. The cable now runs closer to the handlebars. Visually, the four-piston version is also thicker on the lever than its slim race sister. The fact that the levers are now at a slightly slacker angle should relieve the strain on the hands and arms on demanding descents and help to place the centre of gravity better on the bike. In the first test of the new XTR four-piston brakes, the update did not fail to have an effect. The quick return of the levers also saves energy and creates confidence. However, the difference to its predecessor is only noticeable on really long trails. The Trail and Enduro version spoils you with the familiar high braking power. During the test period, we were unable to recognise any advantage of the now lower viscosity of the brake fluid. Here too, however, we had no complaints about pressure point wandering.
I like to ride my brakes with the pressure point close to the handlebars. Thanks to the revised Ergo-Flow technology in the new XTR brake levers, I can now adjust my ideal setting even better than with the old Shimano brakes. The ergonomic updates to the lever are having an effect, but this is only noticeable on really long descents. Although Shimano has not opted for thicker discs like many other manufacturers, the stability was convincing in the first test. Jan Timmermann, BIKE Editor
What the new Shimano XTR wheels can do
Much like the rest of the new XTR groupset, the carbon rims of the Enduro version we tested are visually beefy. This gives a good feeling in terms of durability. At 1806 grams per set, Shimano is not breaking any records. It's almost a shame that Shimano doesn't offer an intermediate solution to the narrow XC wheelset, as this can almost be too much of a good thing for a light trail bike. The tubeless set-up is quick and easy thanks to the pre-assembled valves and rim tape. Even on the assembly stand, the smooth running and the fine sound of the XTR hubs, which have also been renewed, are pleasing. On the trail, the wheels did their job inconspicuously. The rims with an inner width of 30 millimetres can be ridden with low air pressure and give the tyres a good base for support. The engagement angle of the freehub has been reduced to 3.5 degrees for direct acceleration and is on a par with other high-quality wheelsets.
Weights and prices at a glance
It goes without saying that the new XTR is no bargain. At 665 euros, the rear derailleur alone costs around ten times as much as the world's first specific MTB rear derailleur (Shimano Deore XT from 1982, 65 D-Mark). In terms of price, however, the shifting robot is comparable to the top products from Sram (e.g. Sram X0 Eagle Transmission rear derailleur for 660 euros). On the other hand, the new wireless rear derailleur from Shimano is pleasingly light at 388 grams (in comparison: Sram XX SL Eagle Transmission, 414 grams) despite the electronics. However, the weight advantage is cancelled out by the gear lever, which is twice as heavy as a Sram AXS controller (46 grams). In terms of battery weight, Shimano and Sram are virtually on a par. All of the following information relates to the tested, ready-to-ride Trail/Enduro version of the new parts:
- Rear derailleur (short cage, incl. battery): 388 g / 664.95 euros
- Shift lever: 101 g / 234.95 Euro
- Cassette (9-45 t.): 322 g / 504.95 Euro
- Chain (uncut): 269 g / 78,95 Euro
- Chainring (30 t.): 63 g/ 174,95 Euro
- Crank (170 mm): 528 g / 334.95 Euro
- Bottom bracket (BSA): 75 g / 50.95 Euro
- Total drive unit: 1746 g / 2044.65 euros (999 euros as an upgrade kit)
- Brake (front / rear): 296/312 g / 314.95 Euro each (649.95 Euro as upgrade kit)
- Brake disc (Centerlock, front 203 mm / rear 180 mm): 165/136 g
- Wheelset: 1806 g / 1649 Euro
Conclusion from BIKE editor Jan Timmermann
"Shimano is back! The new XTR-Di2 wireless drivetrain impresses with its easy handling and high speed. Particularly successful: The crisp, full shifting feel on the lever. In the first test, the drivetrain made an extremely robust impression. In view of this, the additional weight compared to the analogue version should be bearable for e-bikers and enduro bikers. For cross-country racers, the combination of speed and precision is particularly promising. As you would expect from new, hot electric technology, the price is devastatingly high. When it comes to the brakes, the XTR M9200 builds on existing successes and delivers an all-round successful performance. The improvements in detail are great, but are not in themselves a reason to buy a new brake. The situation is similar with the new carbon wheels. In the Enduro version, the new product has a flawless appearance and doesn't allow itself any mistakes. However, this alone is not enough to set it apart from its high-performance competitors in the high-end segment. Further tests will follow."
Jan Timmermann
Editor
