First Look: Shimano's New XTR is More Than Just 12-Speed
Hate to spoil it with the fancy title, but Shimano had run out of promises. The mountain bike community has long been waiting for Shimano to drop the front derailleur, stop fooling around with electronics, and give us a wide-range 1x drivetrain that could challenge SRAM's near takeover of the global trail bike market. The time to play catch-up had long passed. Shimano needed to knock XTR out of the park. I'm pretty sure they just did.
To discover why I think the new XTR is so right, let's recap how it got so wrong. Shimano's overarching rule for XTR is that it is designed to be a no-compromise racing ensemble. Well, that fell apart when long-travel trail bikes that catered to capable riders became the dominant segment of the sport. Shimano responded by diluting XTR into a very expensive pile of make-everybody-happy components that could be configured to fit almost every mountain bike genre, from bike packing to World Cup XC. Somehow, in that flurry of engineering, they made everything but the wide-range 1x drivetrain that the long-travel trail bike crowd were begging for. The previous generation XTR performed admirably for what it was, but to move forward, euthanasia was Shimano's only recourse.
Enter XTR M9100
Shimano put XTR back on track with a complete redesign from top to bottom and, more importantly, reaffirmed the group's commitment to racing. The new group is numbered M9100, and it is configured in two distinct versions: one for cross-country and one for enduro.
The scope of improvements and innovations that are packed into the new M9100 ranges from minutia, like tiny shoulders formed inside the chain links, to a radically different freehub ratchet with a clutch that completely disengages it while coasting. So, let's dive right into the tech, beginning with 12-speed.
Shimano put XTR back on track with a complete redesign from top to bottom and, more importantly, reaffirmed the group's commitment to racing. The new group is numbered M9100, and it is configured in two distinct versions: one for cross-country and one for enduro.
The scope of improvements and innovations that are packed into the new M9100 ranges from minutia, like tiny shoulders formed inside the chain links, to a radically different freehub ratchet with a clutch that completely disengages it while coasting. So, let's dive right into the tech, beginning with 12-speed.
Twelve-speeds, a ten-tooth cog, and a new rear derailleur that reduces chain tension in low gear ranges.
Micro Spline: The most anticipated news was 12-speed XTR, and second to that, whether or not Shimano would adapt its cassettes to SRAM's XD driver or invent a new freehub mechanism that would allow the use of clogs smaller than 12 teeth. The answer is the latter: "Micro Spline." Shimano's first aluminum cassette body, and it is compatible with... nothing. Shimano says that the chances of licensing the XD driver were near zero and that Micro Spline gave them more options to optimize their cassette.
With 23 deep, rectangular splines, Shimano says they can forge the Micro Spline freehub body from aluminum without risking the deformation and galling that conventional aluminum cassette bodies suffer. The inspiration came from Shimano's Center Lock brake rotor interface, and it allows the use of stand-alone cassette cogs, in conjunction with a new lightweight spider system.
Will Shimano license its Micro Spline technology? Yes and no. The official word is that only DT Swiss will have access to Micro Spline and beyond that, Shimano has no current plans to license the system. Before you sprint to the comment section, consider that Shimano has used the same basic freehub system since the dawn of index shifting. It's about time for a change. Shimano will also offer a range of hubs (more about this later) with non-series options for OEM customers.
 | Before you sprint to the comment section, consider that Shimano has used the same basic freehub system since the dawn of index shifting. |
Will Shimano license its Micro Spline technology? Yes and no. The official word is that only DT Swiss will have access to Micro Spline and beyond that, Shimano has no current plans to license the system. Before you sprint to the comment section, consider that Shimano has used the same basic freehub system since the dawn of index shifting. It's about time for a change. Shimano will also offer a range of hubs (more about this later) with non-series options for OEM customers.
XTR's aluminum Micro Spline freehub body is more robust than its predecessor.
Scylence freehub system: In some ways, it resembles a DT Swiss Star Ratchet system, but it's a whole new animal. For starters, the teeth completely disengage while coasting. As the name suggests, the system is silent - and that may take some getting used to. For well over a century, the chatter of spring-loaded freewheel pawls has defined the bicycle from all other modes of transportation.
Shimano's Scylence freehub: The green ratchet wheel indexes into the hub shell. The yellow ratchet wheel screws into the short spiral segment on the left side of the blue Micro Spline body. Pedaling torque forces the green and yellow ratchet wheels together. When coasting, the spring between the wheels disengages them completely, so the system runs quietly in both modes.
The Micro Spline driver has a series of spiral grooves on the back side that physically pull the star ratchet plates together. Pedaling torque engages the freehub ratchet, not flimsy springs, so the hub is locked in place as long as you are applying pressure to the pedals. A coil spring between the ratchet plates disengages them and keeps them separated while coasting. The Scylence freehub system provides 7.6 degrees of engagement. Its components are simple, robust and, unlike other silent freehubs that use roller or sprag clutches, its ratchet mechanism minimizes radial loads, so the hubs can be made much lighter weight.
Hyperglide+ 12-speed cassettes use an aluminum spider to secure the eight largest cogs. The three black sprockets are aluminum, the five grey ones are titanium, and the final four cogs slide directly onto the Micro Spline freehub.
Hyperglide+ cassette: Shimano pioneered shifting ramps to keep the chain engaged with both cogs while shifting, but until today, those ramps only worked when shifting to the next larger cog. The clunking and clanking sounds that accompany each shift towards the ten-tooth cog will attest to that. Shimano's new Hyperglide+ cogs have ramps in both directions, so shifting to the next smaller cog is quicker, seamless, and should minimize interference with your butter smooth pedaling cadence.
Shimano added down-ramps to XTR cassette cogs for seamless shifts from larger to smaller sprockets.
Shimano will offer three cassettes for XTR M9100. Two 12-speed and one 11-speed. The most popular 12-speed cassette will probably be the wide range 10 by 51 tooth model. That one-tooth advantage over SRAM Eagle is probably there for bragging rights, but it could be defended as an "adjustment" to give 29-inch wheel riders the same low gear as they would experience riding 27.5 with a 50 tooth cog out back. Speculation aside, Shimano also offers a 12-speed Rhythm cassette that tops out at 45 teeth, with the benefits being more closely spaced shifts in the lowest three gears.
11-speed? In an unexpected turn of events, Shimano developed an 11-speed cassette that shares the same gearing as its 10 by 51, but with the 51 removed. The reasoning was that, when asked, Shimano's sponsored racers (both from enduro and cross country), maintained that they didn't need the 51, and were unwilling to carry the burden of the extra cog. Riders who commit to XTR 11-speed can choose a special hub that spaces
11-speed? In an unexpected turn of events, Shimano developed an 11-speed cassette that shares the same gearing as its 10 by 51, but with the 51 removed. The reasoning was that, when asked, Shimano's sponsored racers (both from enduro and cross country), maintained that they didn't need the 51, and were unwilling to carry the burden of the extra cog. Riders who commit to XTR 11-speed can choose a special hub that spaces
Hyperglide+ Gearing Options:
10 x 51 Wide Range:
• 12-speed
• 510% gear range
• 10, 12, 14, 16, 18, 21, 24, 28, 33, 39, 45, 51
• 367 grams
10 X 45 Rhythm Step:
• 12-speed
• 450% gear range
• 10, 12, 14, 16, 18, 21, 24, 28, 32, 36, 40, 45
• 357 grams
10 X 45 Lightweight:
• 11-speed
• 450% gear range
• 10, 12, 14, 16, 18, 21, 24, 28, 33, 39, 45
• 310 grams
10 x 51 Wide Range:
• 12-speed
• 510% gear range
• 10, 12, 14, 16, 18, 21, 24, 28, 33, 39, 45, 51
• 367 grams
10 X 45 Rhythm Step:
• 12-speed
• 450% gear range
• 10, 12, 14, 16, 18, 21, 24, 28, 32, 36, 40, 45
• 357 grams
10 X 45 Lightweight:
• 11-speed
• 450% gear range
• 10, 12, 14, 16, 18, 21, 24, 28, 33, 39, 45
• 310 grams
XTR can be configured as an 11-speed for those who want a lighter weight and more compact drivetrain.
Beam Spider Technology: Shimano's modular cassette design is competitively lightweight and very easy to install. Shimano pegs the 10 x 51 12-speed at 367 grams, with the 11-speed 10 x 45 at 310 grams. (SRAM's claimed weight for an XX1 12-speed cassette is 352 grams.) Most of the cogs are slender rings that are riveted to a lightweight aluminum spider. The first three cogs are aluminum, followed by five titanium cogs. The smallest four cogs are steel and mount directly to the Micro Spline driver. Shimano says they use secret, long-wearing surface treatments on all of the cogs, and even if you do wear out a couple of sprockets, you won't have to replace the entire cassette to freshen it up. Hyperglide+ cassettes are retained with a threaded cap using Shimano's existing spline tool.
Bonded-Aluminum, Direct-Mount Crankset
Shimano certainly has the technology to manufacture a carbon crankset - and they have done so - but their testing showed that it was aluminum that came out on top in the strength, weight, and durability contest. The 9100-series XTR cranksets feature a direct-mount spline instead of the four-bolt spider, which is lighter weight and much better looking. The non-drive side arm no longer clamps onto the tubular steel axle. The new interface is still splined, but the crankarm also has a more conventional locking taper. The left arm is fixed by an Allen key, is self-extracting, and features a bearing preload adjustment dial.
Bonded technology: Like Dura-Ace road cranksets, the new XTR crankarms begin as two pieces: an aluminum forging that integrates the pedal threads, bottom bracket axle interface
Bonded technology: Like Dura-Ace road cranksets, the new XTR crankarms begin as two pieces: an aluminum forging that integrates the pedal threads, bottom bracket axle interface
Crankset Features & Options:
• Direct-mount chainring
• Bonded, hollow aluminum crankarms
• Tubular steel axle
• Bearing preload adjustment dial
• 168 or 162mm Q-factor options
• One 52mm chainline for 142mm or Boost-width hubs
• Dual-chainring option (28 x 38t)
• Narrow-wide chainrings (30, 32, 34, 36, 38t options)
• Left arm has locking taper and one-key release
• Weight: TBD
• Direct-mount chainring
• Bonded, hollow aluminum crankarms
• Tubular steel axle
• Bearing preload adjustment dial
• 168 or 162mm Q-factor options
• One 52mm chainline for 142mm or Boost-width hubs
• Dual-chainring option (28 x 38t)
• Narrow-wide chainrings (30, 32, 34, 36, 38t options)
• Left arm has locking taper and one-key release
• Weight: TBD
XTR's hollow, bonded-aluminum crank arm technology was borrowed from Dura-Ace, as illustrated in this sequence. A stamped shell is bonded over a sturdy forging. The result is a rigid, very lightweight structure.
One chain line and two Q-factors: Shimano XTR cranks support both Boost 148-millimeter and non-Boost 142-millimeter axle widths with one 52-millimeter chain line. The key to this simplification is a modified narrow-wide chairing tooth profile, in combination with shaped chain plates that, reportedly, run more quietly and with less friction at exaggerated angles. In order to mirror road bike Q-factors, Shimano offers two different cranks: M9100 with a 62-millimeter Q-factor for cross-over roadies and M9120 with a 68-millimeter Q-Factor for the rest of us. Some Boost-width frames will not be compatible with M9100 cranks.
Direct-mount chainring: the steel lock ring shares the same tool pattern as Shimano's bottom bracket cups.
Direct-mount chainrings: Shimano may have been the last to see the light on direct-mount chainrings, but it's great to have them on board. The interface is a simple spline, similar to Centerlock brake rotors, but the threaded stainless steel retaining ring is much thinner. The retaining ring's spline drive is the same as Shimano's external bottom bracket cups, but Shimano recommends that installers use a dedicated tool that slips over the bottom bracket axle to prevent damage to the ring. The tool will be included with aftermarket cranksets.
Shimano's modified narrow-wide chainring teeth fit like a ball and socket into the chain's radius-profiled inner plates. Reportedly, the chain runs quietly at extreme angles.
As mentioned, Shimano has done some modifications to the well-proven narrow-wide tooth profile, most of which are targeted at silencing the chatter created by the chainring teeth as they mesh with the chain while it is riding at the extreme ends of the cassette. Chainrings are aluminum, and the options are 30, 32, 34, 36 and 38 teeth for 1x drivetrains.
The smaller sprocket of the two-chainring crankset attaches to the larger, direct-mount chainring.
Rapidfire Plus Mono shifter: One lever controls the front derailleur in both directions.
A 2x option? Not a lot of people want a front derailleur these days, but if you do, Shimano offers a two-chainring crankset with a 28-tooth low gear and a 38-tooth big ring. The smaller sprocket is fixed to the 38-tooth direct-mount chainring, so if your frame accepts a front derailleur and you decide in the future that you need to go back in time, you can retrofit a double to your 1x crankset.
Completely new, the M9100 SGS rear derailleur has a carbon outer cage plate, larger, 13-tooth pulleys and revised geometry to minimize chain tension when the changer is nearing max capacity.
New Shift Lever and Rear Derailleur
Shimano has a stellar track record with rear derailleurs, so I'm confident the new XTR's shifting performance will continue that legacy. XTR M9100 has three options: A long cage SGS changer intended for the 10 x 51 and 10 x 45 tooth cassettes; a mid-cage GS changer that can be used for either the eleven speed or twelve speed, 10 x 45-tooth cassettes, and a special rear mech' for Shimano's 2x drivetrain, labeled RD-M9120, that also tops out at 45 teeth. Shimano notes that the mid-cage GS option also offers more ground clearance for 12-speed riders who have the legs to push a 45-tooth low gear.
The new shift lever and a look at the improved I-Spec direct mount boss.
Rubber pads on the thumb paddle and 20% faster shifts.
Highlights of the latest XTR rear derailleur are: reduced pulley tension in the lowest gears for less noise and friction; larger, 13-tooth jockey pulleys; a rubber cushion has been added to prevent the chain from buzzing the cage at full chain wrap-up; and the mechanism has been further trimmed to tuck it away from harm.
Upgraded shifters: Shimano responded to the many athletes who have been doctoring their shift levers with friction tape by adding a hydrophilic rubber pad on the thumb lever. Apparently, shifting effort has been reduced by 35 percent and shifting is 20-percent quicker. The I-Spec direct mount has been redesigned too (not backwards compatible with previous XTR), with a wider range of adjustment. I-Spec EV features 60-degrees of rotation and 14-millimeters of side-to-side adjustment. XTR 9100 shifters will also be sold with a discreet clamp. For those who choose the 11-speed cassette, the shifting pod has a switch that limits the 12-speed mechanism to 11. To make single versus multiple shifting more intuitive, the thumb lever's second click has been strengthened.
The silver screw near the bottom of the housing toggles the shifter from 12 to 11 speeds.
2x drivetrain customers will receive Shimano's new "Rapifire Mono" shift pod for the left side of the handlebar, which uses only one lever to shift up to the big ring and release to the small sprocket. News is that the Mono lever is more intuitive to use and that's fine with us.
Drivetrain Prices and Weights
Shimano's new Scylence freehub mechanism dictates a larger drive-side spoke flange, so the rear hubs use a high-low flange configuration.
J-Bend and Straight-Pull Hubs
XTR M9100 hubs are available in three configurations, all in both Boost and non-Boost axle widths: M9110-B hubs have J-bend spoke flanges, and M9110-BS hubs feature straight-pull spoke flanges. Both styles require that the drive-side flange be slightly larger in diameter to clear the bulge necessary for the Scylence freehub ratchet-clutch. Because the straight-pull flanges can be drilled at different depths, wheels built with those hubs use same-length spokes. J-bend hubs, however, will require different-length spokes. The new Micro Spline design allows for larger-diameter axles (inside the hub), which should boost lateral stiffness.
XTR M9110-BS hubs are designed for straight pull spokes and feature same-length lacing.
Wide-Flange rear hub: Riders who opt for XTR's 11-speed cassette will get some benefit from the dedicated wide-flange rear hub. The drive-side flange is moved outwards 4.7 millimeters, which reportedly boosts wheel stiffness and helps to balance spoke tension. Wide-flange is only available in the J-bend option and Boost, 148mm axle width. As a side note, all XTR hubs use Center Lock brake interfaces.
Non-series options: As mentioned earlier, Shimano will offer Boost-width hubsets that do not carry the XTR logos with both straight-pull and J-bend flanges. Non-series options will feature Scylence freehubs, and the J-bend style will use symmetric hub flanges.
Hub Prices and Weights
XTR M9100 cross-country brake levers are carbon and the master cylinder is magnesium.
XTR M9120 Enduro brake levers and master cylinders are aluminum and push a larger fluid volume.
Redesigned Brakes
New Levers: The new XTR brake levers have moved the handlebar clamp inwards by about 25 millimeters, which creates space to tuck a dropper post lever or a suspension control inboard of the grip. Shimano says that the clamp placement saves weight without eroding strength. The lever blade is carbon and two versions will be offered. The lighter weight XC lever will not share the Enduro model's fast-acting Servo-Wave device. The XC master cylinders are magnesium, while the Enduro model's are aluminum.
Better modulation and more power: Shimano has been criticized for its abrupt braking action, so the new XTR stoppers have been re-tuned to hit softer and deliver a very linear feel as the lever is brought
New Levers: The new XTR brake levers have moved the handlebar clamp inwards by about 25 millimeters, which creates space to tuck a dropper post lever or a suspension control inboard of the grip. Shimano says that the clamp placement saves weight without eroding strength. The lever blade is carbon and two versions will be offered. The lighter weight XC lever will not share the Enduro model's fast-acting Servo-Wave device. The XC master cylinders are magnesium, while the Enduro model's are aluminum.
Better modulation and more power: Shimano has been criticized for its abrupt braking action, so the new XTR stoppers have been re-tuned to hit softer and deliver a very linear feel as the lever is brought
Brake Features & Options:
• Lever clamp moved inboard
• Magnesium lever body (XC)
• Carbon lever for XC, aluminum for Enduro
• 2-piston XC caliper/4-piston Enduro caliper
• Enduro pads are interchangeable with Saint
• Enduro brake matches Saint power rating
• Compact cooling-fin design (Enduro only)
• New I-Spec EV direct-mount interface
• XC system weight: 204 grams (lever, hose & caliper)
• Enduro system weight: 277 grams
• New two-piece rotors: 140, 160, 180 & 203mm
• Lever clamp moved inboard
• Magnesium lever body (XC)
• Carbon lever for XC, aluminum for Enduro
• 2-piston XC caliper/4-piston Enduro caliper
• Enduro pads are interchangeable with Saint
• Enduro brake matches Saint power rating
• Compact cooling-fin design (Enduro only)
• New I-Spec EV direct-mount interface
• XC system weight: 204 grams (lever, hose & caliper)
• Enduro system weight: 277 grams
• New two-piece rotors: 140, 160, 180 & 203mm
Four-piston Enduro caliper.
Two-piston XC caliper.
Two calipers: The new two-piston XTR XC caliper has been trimmed for weight savings with a smaller brake pad and a re-routed hose exit that does not require a banjo fitting. Ice-Tech fins are no longer an option. Four-piston Enduro calipers use a compact cooling fin design and retain the banjo fitting. Enduro brake pads are interchangeable with Saint, which should prove helpful for racers who are scrounging for spares in the pits.
Rotors: The full name is "Ice Technologies Freeza" construction, and it describes Shimano's combination of a sandwiched, stainless steel and aluminum brake rotor that features aluminum cooling fins. The Center Lock aluminum spiders are new, with a more rigid star shape, and the cooling fins are now black to shed heat faster. Sizes are: 140, 160, 180 and 203 millimeters.
Rotors: The full name is "Ice Technologies Freeza" construction, and it describes Shimano's combination of a sandwiched, stainless steel and aluminum brake rotor that features aluminum cooling fins. The Center Lock aluminum spiders are new, with a more rigid star shape, and the cooling fins are now black to shed heat faster. Sizes are: 140, 160, 180 and 203 millimeters.
Brake Prices and Weights
XTR pedals have been widened slightly, and their contact areas have been lifted to stabilize the shoe.
Upgraded Pedals
Shimano refreshed both XTR pedals with enhanced contact points across the middle of the platform for a wider contact area. That was facilitated by raising the aluminum body slightly where the sole of the shoe contacts the outside faces on the pedal. To make it easier for Boost-spacing riders to transition from road bikes to mountain bikes, Shimano will offer the cross-country SL pedals with a shorter, 52-millimeter axle option that brings the Q-factor in line with their road racing pedals. Standard XTR SL pedals will retain the 55-millimeter length. SL pedal weights are 310 grams (52mm axle) and 314 grams (55mm axle). A one-millimeter cleat spacer is also included to fine-tune the shoe/pedal interface.
XTR Trail pedals received a similar treatment, but won't get the 52-millimeter axle option. The platform has been lengthened in the rear and widened across the middle with a raised platform to better stabilize the shoe. The one-millimeter cleat spacer is also included. Weight is pegged at 398 grams.
Two New Toys
Adjustable top guide: If you've followed EWS enduro or World Cup cross country, you've probably seen a number of demi-style chain guides adorning the top of the chainring on 1x drivetrains. Shimano devised its own top guide. Suitably named, the SM-CD800 Chain Device can be obtained in three configurations to fit Shimano's high or low direct-mount front derailleur bosses, and there is one to fit ISCG-05 mounts. An adjustment dial lets the rider fine tune the guide to prevent chain rub without tools.
Cable style remote dropper lever: Those who insist on a full Shimano cockpit can now purchase the sharp-looking but not-quite-revolutionary SL-MT800 Seat Post Lever. Available only in I-Spec EV direct mount, it features ball bearing supported light action and a rubber padded thumb paddle. The cable is fixed at the lever, which means it can be easily configured to operate almost all cable-actuated dropper posts.
Shimano's top guide has a lateral-adjustment dial.
XTR 9100 will be available Fall 2018. A long-term review is in the works.
For more images, visit the XTR gallery.
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I am sure this will appeal to a large crowd of "need the newest and 'greatest'" consumers and Shimano fan bois, but is the average rider, AVERAGE, going to really outride a 30T/11-46 XT setup or 32T/11-46 (depending on wheel size and rider ability) - I seriously doubt it.
I've been pondering going back to 10sp Shimano/SRAM with a short cage derailleur based on my experiences with SRAM steel cassettes, but that might be just me... (I also value ground clearance of my rear mech)
Also, GX Eagle (yes I know, not the same class but who cares) is the best bang for the buck if you need 500% range (I don't for the terrain I ride). The mid range options are so good and long lasting these days, I honestly don't see the point in this new XTR for 99% of riders.
What do I think the next XTR update will be - hopefully something that makes sense, like a gear box drive... and not this pissing match nonsense of 1 extra tooth.
//end rambling, but this seems like a bunch of R&D for naught
I bet this is going to be REALLY slow to adopt as I don't even think the need the newest/best crowd will adopt it quickly due to the need for a new wheelset as well, until these hubs start being incorporated on OEM spec bikes, no one will have them and therefore no one will have new XTR, and how many bikes are specced OEM with XTR, only a handful...
I was hoping this gen XTR could bridge the gap that SRAM opened with its XD driver. I know I'm cheap, but having to buy a wheelset with adaptable hubs or changing a hub/driver to simply switch the groupset is a issue to me.
On OEM im not sure. but usually once shimano is back at the game the OEM market changes suddenly. and perhaps the real big change will be coming when XT hits the market. because XT will be the same apart from the material choices.
Roll on 8100. Can't wait!
Top End Treks are all on Shimano. GX Eagle is the highest end SRAM Trek offers.
Trek will be the first major OEM to adpot XTR and they sell a lot of bikes.
And Bontrager Carbon wheel options.
I'm gonna stick to my XT 11sp for a long time anyway, but I do like the new hub spline, and the new freehub mech is awesome, I have a 10sp Ultegra hub with a silent freewheel, I love coasting in silence.
They may be fancy 3D printed plastic, but plastic nonetheless.
12speed XTR for dirt jumpers #xcisthenewenduro
SO $700 for takeoffs used (supposedly 3 Xs) but another $500 for I9 hub relaced to OEM roval carbon wheels.
Is it worth it??? Im still debating
"We always try to have our products align with all market needs so out wheels can be used across the spectrum. Currently, we cannot manufacture this hub body, but hopefully Shimano will open this up shortly"
If you kill the hubshell after pressing in your ninth set of bearings I'm ok with that.
Anyone who loves Shimano but pines for more gear range, try a Garbaruk wide-range cassette. Very light, cheaper than SRAM, more linear gear jumps than Shimano's 11-46, and fits a Shimano freehub to boot. I'm running 11-48 with standard XT and it's excellent.
If lose ball works for you, great. However, cartridge bearings are far easier to remove and install than loose balls. it's a myth you need several hundred $$ in tools to work on them.
I've had my 6 bolt loctitied rotors loosen up a scary amount.
On another note, hardly any bearings in cycling are sealed. 99.99% are shielded bearings.
Sorry to be rant-like. Bearings are (admittedly one of many) a pet peeve of mine.
Angular contact bearings are, and always will be, superior to single row cartridges for the bicycle hub application, which is why Shimano continues to stick with it. (unless of course they cave to consumer pressure for "Sealed" bearings or cartridges etc) They can handle more force from more angles, and the pre-load is adjustable.
The reason the whole bike industry went away from them is money. It's much easier (read cheaper) to machine hubs and axles for 68XX series single row bearings (no need for threads or other methods of pre-load adjustments). No need to machine an area for seal sets either. The preload is basically done with the shoulder dimensions machined into the axles or specific spacer widths between the bearings. It's also arguably, a sort of hack, which some companies mess up from time to time. Some hubs always seem to have some 'play' despite being assembled properly, are the result of the two bearings being perfectly centerline with the inner and outer races. It's technically correct to have the centerlines this way but in a bike hub application it's no buenos to have any play at all. (Which 68XX have from factory, play with the inner races of some in your hand and see) Hub manufacturers actually have to have the inner and outer race centerlines a bit offset to provide the preload neccesary to make a hub with no play. This is technically incorrect, but it works and isn't really causing enough force to cause 'very' premature bearing failures. This is the reason that cartridge bearings only last a season or two under lots of ride before needing new ones. Shimano's bearing setup if cleaned once in awhile will last years if not decades.
The seals on the other hand just went from hub seals made or specified by the hub manufacturer (Shimano) to the third party seals that can be specified by the hub maker when ordering bearings. (The 2RS part of the bearing code 68XX 2RS is 2 rubbing seals) Shimano hubs have great seals. As good as any seal that comes in an off the shelf bearing. There's plenty of old shimano hubs rolling around out there for decades that just need a fresh re-pack and a quick adjustment then they are good for another decade.
I'd have to agree with the crowd about dropping the ball on the free hub splines. However, XTR has always been a group for rich early adopters and the most tech savvy or elite XC folk. If by the time the XT version of this stuff comes out, Shimano hasn't opened up the licence, they will have an issue.
I am talking about cartridge sealed bearings that everyone is familiar with. The same that i9, Hope, DT, Mavic and countless others have used for decades with zero issues. As I mentioned earlier, I worked in a wheel shop for years and rebuilt everything from Walmart to Chris King. We also had our own sealed bearing BMX hubs ( and proto MTB) that were CNC machined to accept sealed cartridge hubs. Yes, you can 'fine tune' a loose ball bearing hub. And yes, IF, and that is a big IF, you disassemble and repack loose ball bearing hubs (time consuming and can get messy with the grease) you can make those last a while. However, those in wet climates with lots of grime and grit can easily get one or two grains in the race and score/scar the cup...hub us crap even with new bearings and cones. Sealed cartridge hubs, bearings go bad, pop them out, press new ones in, done. I can remove and replace two full sets up bearings in cartridge hubs in the time it takes to do one set of loose ball bearings hubs. And that is in shop conditions, not home mechanic conditions.
Agree with you on the point of the licensing on the new spline. They need to make that happen or they will lose customers no doubt.
I claim that I can indeed clean and re-pack a loose ball bearing hub faster than you can whip out your slide hammer and bearing press tools. However, we will never know as this contest of re-building speed will never happen. I'm making this claim because I also worked in a bike shop (not a wheel shop, but I've done a 'few' hub rebuilds as well).
My second point is the 'IF' part of your statement. Why 'IF'? If you are willing to press in new cartridge bearings from time to time when they fail, why would you not be willing to do preventative maintenance once in awhile? In my experience working in shops it's because people do failure replacement not preventative maintenance. I suppose I am making an argument in your favor here...cartridges are better when you are addressing failures instead of checking your parts once in awhile to see if they are good to go.
Maybe companies should make us both happy and just use these?
www.skf.com/ca/en/products/bearings-units-housings/ball-bearings/angular-contact-ball-bearings/single-row-angular-contact-ball-bearings/index.html
If Shimano went this way they could continue to claim superiority AND make them adjustable/failure replaceable.
“it allows the use of stand-alone cassette cogs”
It makes if you’re looking to reduce the complexity in mass producing a cassette and therefore (hopefully) the price to the end consumer.
They better bring back quality of 9sp X0 or at least 10sp X0. I want to hear those cling clang clongs like reloading a Kalashnikov.
The ostensible reason for Shimano not using xD is that it requires a one-piece cassette (or two, if you do something clever like e.thirteen), thus setting a minimum price for the cassette (even the stamped-and-pinned GX Eagle cassette is way more expensive than an SLX loose-cog cassette).
But the real reason is that Shimano is just too proud to adopt a new standard introduced by SRAM. If Shimano ever goes to an oversized crank spindle, it will probably be 29.88 mm.
You will find it referenced in other sites' articles about M9100. It has nothing to do with pride. It has to do with SRAM, smartly, not wanting an extremely vital piece of IP produced by a very powerful competitor. There's no emotion, nor conspiracy. Just very smart business.
I really don’t like Sram, but this is getting stupid.
The big fails are the new chainring standard, new crank design, and especially not working with SRAM on the xd driver. Shimano is putting themselves in a small corner after being so many years late to the party.
Also a new I-spec is completely unnecessary.
Raceface, Absolute Black, and Wolftooth have already announced chainrings for the new crankset...everyone else will follow very quickly, and aside from that remember Shimano makes some of the best cranks in the business. Their alloy cranks are lighter than almost all the competing carbon options out there, and more durable too.
There will be no VOD with Shimano wheels in the future. (there probably wasn't many in the past either)
Instead of changing out your hub you could just use an Eagle cassette if you have XD currently, or a Sunrace CSMZ90 if you have the current Shimano freehub.
Remember when you could use any combo of shifters, cassettes and derailleurs from seven to nine speed? Great days. This constant messing with cable pull is annoying. Also I don't like the one key release crank bolts. Other than that I'm all about this new stuff. Can't wait to switch to XT 8100 next year now.
CHEAP. LIGHT. STRONG...... Pick two
Also...how surprising!!! We just barely saw spy shots, how odd that they have a full write up already. Said no one on pinkbike ever.
What I'm 100% not gonna do is ditch my USA made I9 hubs.
This closed design of a new hub standard is either an attempt to surrender the cassette market to others, or a way to ensure that almost no one buys this aftermarket.
>not buying online in 2018
lul
It isn't just me that values lighter weight cassettes and don't care for 51 tooth cogs.
Eh...
make sense to use black here as they probably care about even 1 degree difference
en.wikipedia.org/wiki/Heat_sink#Surface_color
i dont know if all materials behave the same (im pretty sure they do) but black aluminium is gonna radiate heat off faster than finished raw (and raw has also layer of oxide)
its not a big difference for this kind of application but as i said any improvement is welcome here
yes thats why i said "raw has also layer of oxide"
both have, one is with color other is natural
People have been buying $300+ rear hubs and $1000+ wheelsets for the last 5 years, they just bought boost, and now they have to buy a whole new standard with limited options? Yeah, that will go over well.
If they offered an 11-46 10-speed cassette that was around 300g and under $200, I'd be all over it, plus I'd probably buy the new crank and rear derailleur to go with it.
This is coming from a Shimano fan, BTW.
that said maybe shimano/sram cassette spacing will continue to be compatible and you can just have a mismatched hub/cassette like people have been doing with 11-speeds pretty often.
Nice! This is what Shimano should have had out 3 years ago.
Xx1 10-42 Can be had for less the 200$ on eBay and it's lighter then anything else.
"Sure, just change it a bit"
"Say no more"
I like the XT di2 on my Mach 6, in fact - I pretty much love the setup. I was really holding out for a 12 speed update as well. But I simply cannot take the message from Shimano, and I wish they would just come out and say it straight up. "We built this for OEMs, and pretty much OEMs only".
Cool stuff Shimano, but I'm happy with what I have. Why should I change?
People stopped buying XTR hubs after The M950 series of the 90's. Nobody cares about shimano's hubs. They aren't going to drop $500+ for a COMPLETELY UNPROVEN hubset/freehub and proprietary $300+ cassette.
I think its great they are leaving it to the consumers to decide if they want 12 speed range or save some weight with 11, if you're fit enough then why not get the reward of some weight saving.
There are multiple wide-ish range 10-speed cassettes out there in the 300g range for about $200 or less. Even a $50 Sunrace MX3 is about 380g. E13, Garbaruk, Praxis.
Either way, great looking stuff cant wait to see it trickle down to XT.
The old nascar saying goes "win on Sunday sell on Monday"
By the time shimano rolls out the XT version my guess is it will be a more open design for others to use.
But you lost me at “new freehub standard that I can’t use on my current wheels, nor have the hope of retrofitting”, I don’t need new wheels or new hubs I just wanted to make the jump from janky 10-speed wide range mashup to something refined 12-speed that was engineered to work together. I have always preferred Shimano to SRAM but they just made my decision for me. At least with my hubs now I can buy the XD driver and make the change.
It looks awesome, I’ll bet it’s phenomenal, maybe on my next new bike when I can build from the ground up.
What you need to worry about is number of speeds, cable pull, and derailleur leverage ratio. If you use a matching shifter and derailleur set along with a cassette with the right number of cogs you alleviate any concern there. So yes, you can absolutely use an Eagle cassette with M9100, or a Sunrace CSMZ90.
For instance - I'm using three different generations of Shimano XTR, plus a Sunrace cassette on my bike. The reason for that is that it just works, all the time. No adjusting or re-tightening needed.
I really recommend thinking long and hard about this...you would be well served by just using M9100 with an Eagle cassette and chain. It's not a "mish-mosh", it's not "rigging"...it will work seamlessly and perfectly.
The M9100 stuff isn't even available yet (and I wanted to do something in the next week), and knowing that I won't be using all of it I won't bother to wait. By the time I get my next bike it will have trickled down to XT and I can get the whole groupset.
2) Keeping the 2X drivetrain alive is cool. I just wish more frame manufacturers smartened up and designed 2X frames for the true all-mountain crowd.
3) New free hub design is nice. I'd postulate that it is stronger and easier to work with than the XD driver.
4) Non XTR hub options are a godsend. And they have straight pull options too! Hopefully the weight is below 300g
I can see myself getting the hubset + cassette + rear Der + rear shifter as soon as it is released!
For people looking for a silent + light hub, this is perfect. I'm hoping it doesn't feel spongy like Onyx though.
Also, DT Swiss hubs are made by idiots. They prioritized spoke length and gave it 48:100 spoke tension. Absolute garbage design
that's like telling someone to not look when you're about to get changed in a changing room...
I guess I'll be sticking on 11-speed unless I move to SRAM (which I REALLY don't want to do). Oh well.
I think Shimano have really got this wrong, what a massive shame - they really had a chance to take what SRAM had done with 12-speed and improved massively but instead they've just put in too many blockers for anyone wanting to upgrade.
Maybe in 2030 they'll have grip tape on their road shifters?! ....a boy can dream....
2018: The year the of the obvious
Apple: "New iPhone. Today is Tuesday, you can order it on our website in an hour or line up at an Apple store Thursday/Friday if you'd rather pick one up in person. All other retail channels will be fully stocked by then as well."
Other than the idiotic availability time line, new XTR will probably be ridiculously good. Too bad Shimano still hasn't figured out how to release product properly.
Also... Scylence... Soylent.... hmmmm coincidence?!
The legs to push a 45 tooth low gear? Where do you find such super powered human beings?
I like the new freehub design but being forced into a centerlock rotor is not so good.
And so many/too many options on the hubs curse you boost !
No 28t chainring is a big miss, but will maybe be part of XT.
I predict that the XT release as usual will be much more pertinent for me.
Its not always about the steepness so much as the amount of tech you have to hump over and situations where you have to ramp rpms up and down very quickly without getting bogged and or have fidelity of traction control. Its also a resting gear in between climbing features or a bailout after 4+ hours on steep terrain. However there are pure pitches that are steep enough to use it as well. Its not a "put it in low and grind up the access trail" by any means. I enjoy the challenge and the bragging rights over my buds who are walking. I mean anyone can let go of the brakes and kamikaze down that double black chute, but it takes real skill to clear a killer climb
I like that Shimano is including some of their tools. Something tells me we are paying them them tho
On the freehub, love the idea of silence and reliability, but if you can't backpedal to alert dog walkers you're approaching them at warp speed, then what are we left with... a bell? Having said that me roaring in frustration at my KOM attempt being messed up is usually enough to alert them i'm coming
But the new Shimano cassette looks ideal - you could make a whole range of cassettes to fit at normal person prices. Just a shame they didn't bring it out across the range a couple of years ago and free-licence the design.
Any word on the hubs, has Shimano embraced cartridge bearings yet or are they still on cup and cone?
Take my money
Comparing with price of automotive aftermarket parts, they are master thiefs.
$500 for a cnc aluminium crank ? c'mon !
x10 groups are enough for US, and they are overpricing yet.
Do not let them cheat you anymore.
All bicycle industry its a scam, playing with a 50+ year industrial technology and charging like it was future.
Seriously though...waiting for XT
I understand that Shimano is very, very conservative, product-wise, but geez. Give the people what they want - like another option for a reliable 170mm dropper.
That said I will line up for this with my only question being can I just pop a new free hub body on my DT rear hub go?
bikerumor.com/2018/05/26/dt-swiss-already-ready-with-micro-spline-hubs-for-new-xtr
Shimano dropper post on the way?....
And, no, I don't make rings for that crank. Yet.
www.pinkbike.com/news/shimano-koryak-dropper-seatpost-first-look-2016.html
www.pro-bikegear.com/global/en-gb/mtb/seatposts/PRO_SP_KORYAKASP
But M8100 won't get here soon enough!
Stoke level is up, about time these showed up.
Hey Shimano, make an 11 speed 10-51 cassette, I’ll buy that in a heartbeat.
The 11sp cassette will work on either hub, it's just the 12sp won't work on the hub with wider flanges.
I missed the spindle diameter... Is it still 24mm?
Other issue is with how short the outer bearings on the XD fhb last. Bad design from the start from Sram once again.
Going lower than 11T requires a new freehub, we all get it. But why on earth did Sram came the XD fhb in the first place. Any LBS mechanic with enough experience would have told them it was a bad idea. In the last 2 years, we have experienced issues with the XD fhb or XD cassette because of the design.
Here is the main difference between Shimano and Sram. The first try to make things easier for us the grease monkey. It's not always perfect, they do not necessarily nail it on the first attempt, but on the long run Shimano always deliver.
I do like the look of the deeper splines here although I'm a little hesitant about the aluminum body. I'm willing to be proved wrong though.
Shimano always have designed their cassette for a steelmade fhb, not an aluminum one. Hence is why the Shimano cassettes bite aluminium fhb a bit too much but work like a charm on a steelmade fhb.
With the microspline, it was designed from scratch to be used on an aluminium fhb. Nothing to worry about, as it is something somewhat similar used with the centrelock interface. In two words- no worries.
I'm just as averse to change as most people, but this is one that needed to happen, and I'm glad it has.
ep1.pinkbike.org/p5pb12833673/p5pb12833673.jpg
I wasn't explaining it well, I just wanted to strength your comment.
The fact it is the same shifter for Shimano 11 and 12 speed cassettes seems fishy
#shimano4life
drivetrainadvice.shimano.com/global/en
hub weights how much? it should be in the drivetrain weight list. derp..
And what about when you need to put your SRAM cassette in a frikin vise and use an 18" breaker bar to break it loose from the freehub? Had to do this too many times for my liking.
How can i prevent that?
I mean, how can i keep the cassette from shredding the hub?
Those cranks look like the old ones (which is a good thing because the current ones wear too quickly)
They're a lot of us who live to ride natural trails and we need FD. They're still plenty of places that are NOT bike parks.
Shimano 3 years later: HEY GUYS LOOK WHAT WE INVENTED!!!
To be blunt, I don’t trust Pinkbike or anyone else in the bike media to accurately review this stuff. Especially after seeing the Japan press junket they flew everyone out to.
Other than that, this looks good but I don’t trust it and too little too late. They needed XT updated like this yesterday. And they obviously don’t think 12 speed is here to stay given how they are hedging with 11. And where is Saint? Are they giving up on DH?