Is It Give The Xtr-12 Drawing To
XTR has occupied the peak tier in Shimano'south mount bike range since the commencement generation decimated the CNC-machined aftermarket earth in 1991. Shimano has at present announced the new XTR M9100 and M9120 versions, both of which non only comprise a 12-speed cassette and proprietary freehub standard, but provide some clues on where Shimano will be heading in the years to come.
Many of the new features are virtually guaranteed to eventually make their way to Deore XT downwards, and some will probable show upwardly in Shimano'due south road range equally well. Dura-Ace R9100 notwithstanding seems so new, for case, but if Shimano maintains its usual release schedule, we're merely twelve months away from seeing the side by side generation and and then this new XTR release is as skillful as a crystal ball.
Every bit a long-time mountain bicycle nerd, this article is the result of many annoying questions pointed at Shimano during a two-hour presentation. There are still a few gaps in the information available, merely this far-from-succinct article should give you a articulate thought of what to expect earlier the groupsets' expected September inflow.
Two racing groupsets for cross-country (M9100) and enduro (M9120)
Much like recent generations of XTR and XT, Shimano is launching the new XTR version in 2 clearly differentiated formats to encompass the vastly different needs in competitive mountain biking. However, whereas the two variants were called "Race" and "Trail" before, both XTR versions are at present fully aimed at racing, but with one designated for cross-country competition and the other more than specifically suited to enduro.
The cantankerous-country groupset (M9100) is all about smooth shifting with more tightly spaced gaps on the cassette, undecayed efficiency, and depression weight. It's the groupset you'll meet chosen by endurance racers and anyone else building feathery cantankerous-land and short-travel trail bikes.
Meanwhile, XTR M9120 is pitched at the progressive enduro aspect of the sport, where the longer suspension travels and more demanding riding weather call for increased chain security, more raw braking power, and greater gearing range. Modern enduro racing is nearly as hard on equipment every bit downhill racing, after all, but participants are too often required to pedal back up to the starting gate, as well.
And before we go farther, comport in mind that this release of XTR only covers the mechanical version. Yep, that braided steel shift cable is very much still live. Nevertheless, I'll come back to this somewhat surprising news afterwards.
XTR cranked to twelve
SRAM'south single-chainring mountain bike drivetrains are already on their second generation, but Shimano take been stubbornly wearisome and resistant to change despite flocks of mountain bikers adopting the simplified transmission format en masse. More frame manufacturers are realising the tyre clearance and geometry benefits by specifically designing bikes without front derailleur compatibility, though, and with that, the number of chainrings you have (or don't) is speedily condign less of a choice.
The previous XTR generation already included a 1x option, but Shimano was clearly still committed to showing the benefits of a multiple-chainring organization with tighter cassette spacing. That all changes with M9100. Shimano XTR now shows a strong preference toward a single-chainring setup, just has now added a 12th sprocket on the cassette. This allows Shimano to greatly increment the full gear range relative to the previous generation of XTR, while even so keeping the bound between individual gears as small as possible.
The motion to 12-speed is a first for Shimano, but follows SRAM's Hawkeye family of 12-speed, 1x-specific mountain cycle groupsets, and on the route, Campagnolo'south recent release of 12-speed Record and Super Record. No doubt, this is a sign of things to come for the Japanese firm.
One can't help but describe comparisons between SRAM'south Eagle i×12 and Shimano's new XTR. And yet, while they're at present extremely comparable, Shimano have gone near things in the way Shimano always does – their ain way.
Perhaps proving only how much of a wholesale change the new XTR groupsets are, Shimano claim zero compatibility with older generations. You tin re-employ your stock of gear housing and cables, and your Shimano bottom subclass, as well, merely that'southward most it.
Micro Spline
When SRAM first released their 1x-specific XX1 drivetrain, they did then with a wholly new freehub body design to accommodate the smaller 10T cassette sprocket. This XD driver body was left as an open standard, and literally every unmarried hub and bicycle manufacturer adopted it, with the exception of Shimano.
Shimano take followed adapt in offering new XTR with a 10T small sprocket, but there'due south no XD driver here. Instead, Shimano have created Micro Spline, an entirely new freehub torso standard and the side by side generation on the existing Hyperglide (HG) standard that has stood first since 1988. Yep, afterwards xxx years, Shimano's engineers are moving on.
The Micro Spline design is smaller in diameter to allow for that small 10T cassette sprocket. The new pattern also provides a more than precise fit for the cassette and is said to remove the take chances of cassette cogs earthworks into the surface since there'due south more contact area. Like the electric current Hyperglide arrangement, Micro Spline is also direction-specific, and so in that location's no take chances of installing any of the cassette sprockets backwards.
In addition to the size and spline changes, Micro Spline is 0.55mm-wider than the current Hyperglide body. By comparison, Shimano'due south move from the original Hyperglide to the road-specific 11-speed version saw the body grow by 1.8mm.
So Shimano has created a wholly new freehub standard, and everyone will just offering aftermarket freehub bodies to suit, much as what happened with SRAM'south XD open standard, right?
That was my idea, too, and unfortunately, I was incorrect.
As of right now, the Micro Spline standard is closed, meaning any brand that tries to offer compatibility volition potentially exist infringing on Shimano'south patent.
Patently, Shimano will offer new hubs to suit, and the wholly new hub design (more on this later) is a large part of the new XTR launch. Even so, don't expect conversion freehubs from Shimano to brand this new groupset suit your existing wheels.
All hope isn't lost, though, as the design has been offered to a unmarried, but large, manufacturing partner: DT Swiss. Information technology's expected that DT Swiss will produce aftermarket freehubs to suit its popular 3-pawl and Star Ratchet drive systems, which are also found on many other brands of hubs and wheels that use DT Swiss internals.
Given the locked-in nature of the Micro Spline organization, it's safe to assume that every hub manufacturer excluded from the license will piece of work toward having an alternate option. However, information technology's currently unclear if SRAM's Eagle 12-speed cassettes use the aforementioned spacing as Shimano's new cassette, so whether any mixing and matching of components will be possible is to be adamant.
New cassettes and chain
The new XTR cassettes are lighter than always, and different annihilation we've seen from Shimano to date – and not just because of the 12-speed format. The largest eight sprockets are fixed together on a "beam spider", and the three largest of those are made of aluminium; the residue are titanium. The four remaining sprockets are individual steel bits. A freehub lockring, using the existing Shimano HG lockring tool standard, is used to pinch information technology all together.
There are ii range options, 10-45T and 10-51T, offer 450% and 510% range, respectively. To put that into perspective, Shimano'south M9000 XTR 11-speed in a 2x format using 26/36T chainrings and the xi-40T cassette offered a 505% range.
The 10-45T cassette (10-12-xiv-xvi-18-21-24-28-32-36-40-45T) is designed to help riders ameliorate maintain their desired pedaling rhythm and cadence with smaller jumps between ratios, something cantankerous-state and marathon racers ofttimes prize.
The 10-51T cassette (10-12-14-16-xviii-21-24-28-33-39-45-51T) is designed for the trail rider, enduro racer, or mountainous marathoner, offering a wider range, but with bigger jumps between its last four sprockets. By comparison, SRAM's Eagle 12-speed cassette (10-12-14-xvi-eighteen-21t-24t-28t-32t-36-42-50T) takes a unlike approach to spreading the 12 gears, treating the 50T equally an obvious bailout gear over the next-smallest 42T cog.
Such a large cassette may seem absurd, but consider that it allows the utilize of a larger chainring, and that even the strongest of riders are likely to come across a benefit in the ability to have such a massive gear range in a single-ring arrangement.
The x-51T cassette is claimed to weight 360g, which is impressively but 30g heavier than the outgoing XTR HG-9001 11-40T cassette. It'due south also equal in weight to SRAM's XX1 Hawkeye ten-50T cassette (although that cassette'due south ingenious PowerDome machined structure allows all but one of the sprockets to be fabricated of steel).
While Shimano haven't yet published cog width, cog spacing, or chain width, it's prophylactic to assume it'southward all narrower, at to the lowest degree compared to existing xi-speed standards. For that, there's a new 12-speed concatenation and 12-speed master link.
The new 12-speed XTR hollow pin chain sees a pregnant change with the inner link noticeably extended beyond the roller. Such a pattern offers a few benefits, including a more secure engagement with the chainring and cassette teeth. Additionally, information technology's likely the boosted material provides greater vesture support to the roller, and in turn, the pin. In a similar fashion to how Shimano improved immovability with their 11-speed vs. 10-speed chains by distributing the wear betoken from the pivot to the shouldered inner plates, information technology's likely similar gains will be seen once again. Despite this boosted material, the new narrower chain is claimed to be 5g lighter over 114 links.
Both the chain and cassette carry Shimano'south new Hyperglide+ branding, which is related to new dual-direction shifting ramps and that revised chain shape – all designed for produce smoother and more than consistent shifting under power.
As expected, both Shimano and sister parts and accessories company PRO volition have an updated range of chain tools out shortly.
New hubs and no racket
Going along with the Hyperglide+ freehub is a new line-up of hubs, which replace Shimano'southward long-continuing conventional pawl system with a new serviceable aluminium ratchet system chosen Scylence.
The Scylence design'due south interlocking toothed rings are like in concept to that of Chris Rex'south Ring Drive or DT Swiss' Star Ratchet, admitting with a few differences in function. Most notably, Scylence completely disengages the ratchet teeth when yous're not pedaling for silent running (hence the proper name) and presumably reduced friction. When you pedal forward, though, the hooked shape of the drive band splines help to pull the whole mechanism together.
Scylence is too Shimano'south fastest and virtually secure engaging hub to date, with sixty ratchet teeth offering a crisp six-degree engagement speed (contempo iterations are x-degree, and before that they were 20-degree). I got to play with an early prototype of the hub, and while there is some friction briefly felt as the system begins to freewheel (likely not present in the production units), the hub then spins incredibly smoothly and quietly afterward (under xxx decibels). With Scylence'due south whisper-placidity operation, Shimano at present join Onyx in the silent hub game, in stark contrast to the very loud driver designs from Chris King, Industry 9, and others. The quietness may take some getting used to.
Across the Scylence freehub mechanism, the new Shimano hubs and wheels go along on with adjustable cup-and-cone steel bearings instead of the more popular sealed cartridge bearings. From Shimano'due south point of view, this open bearing system is better able to handle side forces and offers extended service intervals thanks to the multiple sealing layers. When adjusted correctly, it does roll incredibly smoothly.
However, the system carries two obvious negatives. Fail your servicing and you adventure damaging the races the bearings run on, and unlike a sealed bearing hub, that begetting race is part of the actual hub trounce (although in fairness to Shimano, information technology's the cone that usually wears out well before the loving cup part, and those are easily replaced). Secondly, where nearly every other make has worked out how to go along up with mountain biking's forever-changing axle standards, Shimano lock you into whatever the hub is sold with. In this sense, Shimano will offering XTR hubs in either 100 or 110mm (Heave) widths and only a 15mm diameter up front. At that place'south a choice of 142×12 or 148×12 (Boost) for rear hubs, but if you demand anything else, such every bit Pivot's new 157mm-wide Super Boost+ or a quick release, y'all're out of luck.
Available in either 28H or 32H drillings, the hubs will be bachelor in a choice of traditional J-bend or straight-pull flanges (both designed for three-cantankerous lacing). The latter is a new pick from Shimano, with directly-pull hubs previously only existence institute on the company'southward complete wheels.
The new freehub system has certainly helped in the weight department, with the 231g rear Boost hub dropping 46g compared to the M9000 version. The matching front hub is 16g lighter, likewise.
In addition to the new XTR hubs, an OE-specific (original equipment) MT900 hub will exist available to bike brands with more subtle branding. This will as well be available in J-bend and straight pull, and given how Shimano have closed off its Hyperglide+ freehub to others, information technology would be safe to assume Shimano hubs will make a resurgence in hereafter bicycle specifications.
Direct-mount crank
In another first for Shimano, the chainring is at present directly mounted to the base of the hollow aluminium crank; there'southward no longer a spider incorporated into the arm. As has been seen with the likes of Rotor, Race Face, Easton, Cannondale, SRAM, and others, direct-mount chainrings offering lower weights (up to 80g saved, according to Shimano), potentially improved stiffness, and no chance of bolt failure. As an extra do good, they're aesthetically very clean, also.
Single-ring chainrings will be offered in 30T-38T sizes, in two-molar increments, all with a refined narrow-wide tooth profile to better mesh with the new concatenation. The chainrings are held to the crank with a new proprietary lockring system. Shimano will include the tool with aftermarket cranks, and they'll also exist sold separately.
The new XTR looks to the by in how the not-driveside crankarm is fastened, ditching Shimano's twin compression-bolt organisation and preload terminate cap in favour of a self-extracting 8mm hex cardinal system similar to the onetime XTR M970 version (forth with about every other mount bike crankset on the market) And like that former XTR M970 crank, bearing preload is adaptable via a threaded band that sits between the crankarm and the not-driveside bottom bracket bearing.
With the direct-mountain system, the new M9100 creepo is a substantial 100g lighter than its predecessor, going from 598g to 498g. The Q-cistron on these cross-country cranks grows from 158mm to 162mm to better adapt a wider range of frames, only never fear, a new pedal option tin can even everything out (more on those in a bit). The M9120 enduro version of the creepo is a little wider yet, and besides heavier, although the added weight supposedly makes for extra stiffness.
Both M9100 and M9120 versions will be available in Heave or non-Boost variants, with the Boost featuring 3mm of outward starting time on the direct-mountain chainring. Nearly all variants volition be bachelor in a choice of 165, 170, or 175mm lengths.
Lots has changed on the new XTR cranks, only the 24mm-diameter steel spindle remains. There are no changes to bottom bracket options with this generation, and if your frame features a PF30, BB386EVO or similar oversized vanquish, y'all'll still need to find an adaptor solution from outside of Shimano's catalogue.
For riders seeking even further chain security, Shimano accept a few XTR-level concatenation devices (SM-CD800). Available in ISCG05, Direct Mount, or East-type mount, all of these are simple resin summit-only guides with a single adjustment screw.
There's still a 2x option
It'southward not evident in Australian or American markets, but there is yet some need for front shifting. And and so while XTR now non only matches, merely beats, the range of SRAM's competing product, Shimano will also offer a double chainring option for XTR. For the first time in the XTR lineage, a triple option is nowhere to be seen.
This 2x setup comes with just a 38/28T chainring combo available to match the 10-45T cassette. To use this setup, a specific long-muzzle rear derailleur (M9120-SGS) will be needed, too.
The simpler two-chainring format has immune Shimano to create a new simplified "Mono" front shifter to match. This features a single lever that works with a push/pull motion. Such a design is not only 20g lighter than dual-lever shifters, but it likely frees up bar space for a suspension lockout or dropper remote, besides.
The front derailleur borrows a trick from the road range with an integrated cable tension aligning. Regardless of mounting type, these feature Shimano's meaty "Side Swing" design and drop 10g over the previous generation.
Rear derailleur changes
Shimano's relatively new direct-mount derailleur standard appears to already be coming to an end, at least for mountain bikes. The new derailleurs once again bolt to a traditional derailleur hanger without any additional connecting links. Carrying over is Shimano'due south Shadow Plus layout, which keeps most of the mechanism closely tucked under the wheel'south chainstay and includes an adjustable clutch mechanism on the pulley cage for chain security.
Pulley wheels grow in size from 11T to 13T, which supposedly assist with chain security, but likewise reduce drivetrain friction since the bigger wheels will spin slower than the smaller ones, and the chain won't have to articulate as much as before.
In improver to the new 2x-specific derailleur mentioned previously, there will be the pick of medium (GS) or long (SGS) rear derailleur cage lengths. The shorter version is 10-45T-specific, boasting 28mm meliorate ground clearance, the ability to run a shorter chain, and improved chain retentiveness. Those wanting to run the x-51T cassette will need to use the long-cage derailleur, which can be used with the smaller 10-45T cassette, too.
New I-Spec, a familiar shifter, and a dropper remote
I-Spec is Shimano'south integrated shifter and restriction clamp, and was already in its third generation. New XTR M9100 marks the fourth generation of I-Spec, and, perhaps non surprisingly, the new I-Spec EV offers naught backward compatibility.
The new integrated mount was inspired by enduro riders running their brakes in a more flattened "moto" setup for less arm pump when riding steep downhill sections. Rather than compromise the brake lever or shift lever position, I-Spec EV profoundly increases the adjustment range to accommodate the wide variation in setups – by iv times, in fact. Whereas I-Spec Ii offered fifteen degrees of tunability betwixt the brake and shift lever angles, I-Spec EV now provides 60 degrees, plus an additional 2mm of lateral aligning for 14mm in total.
The right-mitt shifter itself obviously gains an extra click, but is otherwise a familiar component with Shimano's Rapidfire Plus, 2-Way Release, and Multi-Release technologies all present. These trademarks effectively mean the shifter allows multiple shifts in either direction, and shifting to smaller cassette sprockets can exist washed with either your index finger or thumb.
Combined with a revised rear derailleur pattern, and some depression-friction cable engineering science borrowed from Dura-Ace R9100, the new shifters claim a 20% quicker shift and 35% less shifting effort. Given how snappy M9000 is already, these are impressive figures, and certainly, less shifting attempt when a clutch mechanism is involved is never a bad thing.
Having created some other I-Spec standard, Shimano will offer its own compatible dropper seatpost remote (MT800-IL) to piece of work with the majority of cable-operated dropper posts on the marketplace. This remote uses a 7mm cable stroke, and like Wolf Molar's pop ReMote, this version operates on a sealed bearing for smooth operation. This will be the only I-Spec EV-compatible dropper remote on the market, at least until all the aftermarket dropper mail lever makers get their hands on ane and produce their own adapters.
Wholly new brakes
Unusually, the handlebar clamp on the new Shimano M9100 and M9120 brakes has been relocated to the center of the lever torso. According to Shimano, this increases the rigidity of the brake lever without changing the actual restriction lever blade position or operating geometry.
The ii-piston caliper on the lighter M9100-series brake at present features quicker brake engagement with a shorter (non-adaptable) lever stroke and 10% greater lever rigidity. The brake also gets a simpler directly hose connexion to the forged aluminium caliper, instead of an adaptable banjo plumbing fixtures. The stock pads are the same as M9000, meaning finned, non-finned, resin, and metallic options will all be readily available. All told, the new M9100 should save approximately 50g compared to a set of M9000 brakes, while improving part.
For riders that prize stopping power, the XTR M9120s see more substantial changes. These enduro-axial brakes move to a iv-piston caliper, providing ten% more braking ability than the previous XTR Trail brakes. The new caliper uses a larger brake pad, and while non confirmed, it's suspected to be the same every bit the current Shimano Saint pad. Shimano will merely offer finned restriction pads for this model.
The M9120 brake lever likewise includes more tunability, with tool-free attain aligning and free stroke adjustment (basically how far the lever moves earlier the master cylinder piston starts to push fluid through the hose). No affair how y'all gear up the lever up, Shimano'southward Servo-Moving ridge variable leverage ratio geometry will assist boost the braking power relative to the M9100 once the pads contact the rotor. The lever is said to exist 8% stiffer, too.
The new brakes are joined by new rotor designs. These borrow the Ice Tech Freeza technology from the latest Dura-Ace RT-900 rotors, with the aluminium core extending into fins below the braking surface to aid misemploy heat. [/caption]
The new rotors are said to manage heat meliorate than earlier, and they're also lighter than the previous RT-99 rotors. saving 10g in a 160mm size or 30g in a 203mm. Claimed weights for the 140, 160, 180 and 203mm diameter sizes are xc, 108, 133, and 149g respectively, for x-30g of savings depending on size. Just like the XTR hubs, these rotors volition but be available in a Center Lock mount.
At that place'southward an 11-speed version, too
Not everyone volition want or need the increased range of the new XTR 12-speed cassettes; some especially aggressive riders will instead want the increased wheel rigidity and durability that come with more widely spaced spoke flanges. For them, the new XTR groupset will be offered in an xi-speed variant. This one basically just omits the largest sprocket of the 12-speed cassette, just uses the same sprocket-to-sprocket spacing. On this new "Wide Flange Hub", the driveside spoke flange is pushed outward by iv.7mm relative to the standard 12-speed hubs.
Since the cassette spacing is unchanged, all of the other components aside from the specific hub and CS-M9110-11 cassette are shared with the 12-speed system. Notwithstanding, limiting the range to 10-45T allows for a mid-length GS derailleur to exist used, which saves a few grams, improves ground clearance, and a chain that'due south three to 4 links shorter.
Such a setup won't be for anybody, of course, but for heavy-hitting enduro riders that want the very best chain security and wheel stiffness, this volition likely be the hot choice.
Potential things all the same to come: Di2 and wheels
Shimano offered the previous generation of XTR and the current generation of XT in both mechanical and Di2 electronic options. And yet, this new release of XTR is mechanical only.
Given Shimano's patently massive investment in Di2 to date, information technology'due south fairly safe to assume there's more to come. Toby Shingleton, brand manager at Shimano Australia, pointed out that XTR M9000 mechanical was appear before its Di2 sibling, just wouldn't reveal more than that.
I speculate it'due south probably a like story to that of Campagnolo's latest 12-speed release, and the next generation of Di2 is taking but a niggling more evolution time than its mechanical counterpart.
It's also quite possible that Shimano are waiting on other pieces of the puzzle, and the long-term goal of Di2 on the mount wheel was e'er one of healthy integration. As of correct now, I'k dreaming of the thought of an integrated electronic dropper seatpost that shares arrangement control and a battery with my rear shifting.
Information technology seems obvious that the closed freehub system will come with a full line-up of new Shimano wheels. All the same, that's not the case simply yet. As of right at present, Shimano have merely released standalone hubs, then complete wheelsets are certain to come up.
Refined pedal options
With so much else changing in the groupset, the hugely popular XTR SPD pedals receive just minor refinement. Shimano will continue to offer them in a lightweight cross-country race version, and a heavier enduro version with a larger cage.
Both models have slightly wider platforms for ameliorate back up and stability. The mechanism is also a piddling more open than earlier to help shed more mud. The M9120 enduro pedal also gets a new surface treatment for improved durability, and both models are more heavily machined than earlier. Weights have not been supplied, simply we suspect they're a few grams lighter.
For riders stressed almost the increased creepo Q-factor, the new XTR M9100 cantankerous-country pedals volition be offered with optional spindles that are 4mm shorter to make up the divergence – merely the reverse of the extended spindles available in the Dura-Ace R9100 SPD-SL route pedals.
Complete weight breakdown
All told, the new groupsets are lighter than the previous generation. The 1x cantankerous-country configuration is approximately 150g less than before, despite the actress cassette sprocket and far greater gearing range. That figure is a far more than impressive 400g (approximate) if you're comparison the new wide-range 1×12 setup to the older two×xi groupset. Compared to SRAM's XX1 Eagle, the M9100 1x groupset is approximately 15g lighter (including Shimano's new hubs compared to using the slightly lighter DT Swiss 240s with SRAM) – basically a wash.
The harder-hitting enduro-focused XTR groupset drops about 90g compared to the previous XTR Trail M9020 range. And it's within 10g of SRAM's X01 Eagle, though the gap widens in favour of Shimano when the brakes and hubs aren't included.
Retail prices haven't been confirmed yet, just it's expected to be inside 5% of the existing 9000 series. Groupsets will exist bachelor effectually September 2018, although some sponsored riders will likely exist on it at the UCI World Loving cup round in Nove Mesto this weekend.
Is It Give The Xtr-12 Drawing To,
Source: https://cyclingtips.com/2018/05/shimano-xtr-m9100-m9120-release-news-details-weights/
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