We believe that 2025 will see Shimano launch a new XTR groupset.
The current M9100 groupset was launched in 2018 (although it was 2019 before anyone really got their hands on it), so a new version is well overdue.
In that time, Shimano hasn’t sat on its laurels, of course. It has built electronic gears that automatically shift on your ebike, released 11-speed drivetrains with durability as a focus and put effort into building performance groupsets at a very pocket-friendly price.
But the race-ready mechanical XTR, launched seven(!) years ago, is still lining up on World Cup XC race courses.
Full details of the new groupset, other than patents we’ve seen, and leaked photos elsewhere, are yet to be confirmed.
Comparisons will inevitably be made to SRAM’s AXS XX and XX SL Transmission groupsets, and so that’s what we’re going to do here too.
So, how could a new Shimano XTR be better than SRAM’s Transmission?
6 ways new Shimano XTR could beat SRAM Transmission
While our office round-robin discussion on how XTR could be better than Transmission became deliciously geeky in its detail, we've distilled our technical wishes into six distinct desires.
A better clutch
While we love the cage lock on SRAM’s derailleurs, which keeps the cage out of the way when removing the rear wheel, the non-adjustable clutch within the pivot hasn’t always proved the strongest, nor most reliable.
Shimano’s derailleurs have an adjustable clutch, which is great for tuning out wear over time, but no cage-locking function.
If XTR was able to merge the two features – an adjustable clutch and lockable cage – we’d be very happy.
If Shimano were able to boost the clutch’s strength along the way, we’d be even happier, because a quiet bike is a fast bike.
Faster shifting
Stick your Transmission-equipped bike in a bike stand and change gear as fast as you can, and you’ll notice that it’s the derailleur that sets the pace, not your fingers.
This enables Transmission to shift incredibly smoothly under power, because the chain doesn’t choke up between sprockets as it misses shift gates.
However, in a race situation, this can leave you waiting for the bike to be in the gear you want, as it makes its way up and down the block.
If Shimano could find a way to maintain instant shifts, while also ensuring the chain moves smoothly from sprocket to sprocket, regardless of power inputs, it would take the shifting to top spot.
The current mechanical XTR has almost-perfect shifting, so this shouldn’t be too difficult.
Crank durability
This is a complaint we have about almost every crank out there – they all suffer from crank wear, from the first ride.
If the new XTR crank could resist the scratches from your shoes for, say, the first six months of use, it would blow every other crank out of the water.
In doing so, it would help keep your bike looking fresh for longer.
Is it really that difficult?
Pass on proprietary parts
It might not be heavily advertised, but the flat-topped SRAM Transmission chains have a different roller diameter from regular chains.
There will no doubt be technical claims as to how this improves performance, with both chain and chainring being built for this different diameter.
However, it makes replacing it with a potentially cheaper part a game of risk when it comes to drivetrain wear and performance.
Shimano, please keep your chain rollers the ‘standard’ size. This would help consumers with a wider range of alternatives, and perhaps contribute to better backwards compatibility with legacy parts.
Better match-makers
Everyone loves a clean cockpit. Integrating the brake lever and gear shifter into one bar clamp keeps our cockpits looking tidy, even if the performance benefits are limited on the trail.
Shimano’s i-Spec system works well, but with various iterations out there, is a bit of a minefield – unless you’re buying a completely fresh setup.
SRAM’s Bridge Clamp system also does the job. However, in our experience, with the new style of Pod shifter, we struggle to run our brake levers as flat as we’d like.
There’s not enough adjustability to rotate the shifter mount far enough under the bar to get the pods where we want them.
So, this is a simple one, Shimano. Let’s make sure we have the most adjustable lever and shifter setup possible, while keeping it all to a single bar clamp.
Keep it grounded
In our aforementioned round-robin of requests, this one came from the rowdiest of our riders.
Would it be possible, Shimano, to keep as much ground clearance as possible between the trail and the lower jockey wheel?
As cassettes have grown, derailleurs have had to stretch to enable bigger sprockets and more chain growth, while lower jockey wheels have also expanded in diameter. It’s inevitable that derailleur cages have stretched.
This brings them closer to the ground, meaning more and more battle scars on the cage.
There’s some protection offered by the rear wheel, but it’s true that we’re scraping our derailleurs more and more often.
So, if there’s a way Shimano can keep those jockey wheels safe from ruts, rocks and roots, we certainly won’t be complaining.
