- Shimano photoThe long-awaited debut of Shimano’s premier component ensemble was staged at its new cycling division across the street from its North American headquarters in Irvine, California. Before getting down to business, visitors were given a tour of Shimano’s living museum and of its new automated shipping facility, from where the 2015 XTR components will be sent to bike dealers later this year. There are actually two XTR groups: “Race” and “Trail” and in Shimano tradition, each gets a stimulating numerical designation. The 2015 XTR Race ensemble is M9000 and XTR Trail is M9020. In case you missed it, that is one zero added to last year’s XTR. The new group looks impressive, with innovations and improvements that run from mild to wild - a new crankset that features a bonded aluminum crank arm and a hollow chainring, bonded from aluminum and carbon fiber; a side-swing front derailleur with a rotary cable actuator; reconfigured shift levers; and lots of titanium and carbon bits. The elephant in the room at Shimano’s big show, however, was how it planned to respond to SRAM’s one-by-eleven revolution. Without entirely ruining the surprise, Shimano’s team of engineers, pro athletes and test riders wrestled with gear ratios and chainring combinations to achieve best-possible gearing for World Cup XC racers and also for elite trail riders. The result was a “democratic” solution called “Rhythm and Range” that is based on the notion that smaller, more even steps between shifts, combined with the widest possible gearing range is a better way to pedal a bicycle off road. Shimano’s solution utilizes smaller chain rings with new-but-not-narrow-wide tooth profiles, an 11 by 40, eleven-speed cassette, and choose-what-is-best-for-you crankset options that offer elite XC racers a one-by drivetrain; hard-core trail riders a two-by crankset, and for chubby dentists, there is a triple crankset option with a generously low, 22 by 40-tooth granny gear.
Shimano’s Shifting PhilosophyWe were given a fresh explanation of Shimano’s drivetrain philosophy at the launch, which actually made sense. Shimano divides all available gear ratios into two groups: “Driving gears” and “Challenge gears.” Driving gears, in the case of a two-by or three-by transmission, are in the middle range of the cassette when the rider is in the big chainring. Challenge gears are for the steepest climbs, when the rider is forced to select the smaller chainrings and to use the larger three cogs of the cassette. In the case of a one-by drivetrain, Driving gears are the first eight cogs on the right-side of the cassette.
A ptototype XTR M9000 rear derailleur fixed to a direct-
mount derailleur hanger. The aluminum cage will be carbon in
production. Nine of the cassette's eleven cogs are titanium.
The new cassettes will fit any Shimano ten-speed spline body.
- Greg lambert photo
Shimano professes that the smooth, 10-RPM jumps between shifts generated by its Rhythm Step, 11 by 40-tooth cassette, optimize the efficiency of the driving gears that we use most often for both climbing and pedaling on the flats. While the closer gear ratios of Shimano’s XTR cassette provide smaller steps between most of the gearing range, they cannot attain the higher top and bottom gears of SRAM’s XX1 10 by 42 cassette. To achieve a competitive spread, Shimano “strongly suggests” that XTR customers choose its two-chainring option. Before you whip out your calculators, the closest comparison that a Shimano XTR M9000 two-by drivetrain has to SRAM’s one-by is:
Shimano 28 x 38-tooth chainrings, two-by drivetrain: Lowest gear 28/40 = 1.42:1 ratio. Highest gear 38/11 = 1:3.45 ratio. (22 gear selections)
SRAM 30-tooth chainring, one-by drivetrain: Lowest gear 30/42 = 1.4:1 ratio. Highest gear 30/10 = 1:3 ratio. (11 gear selections)
What the above chart demonstrates is how Shimano’s close-ratio two-by option provides a nearly identical gearing spread when compared to a SRAM XX1 one-by drivetrain. By switching to a 28-tooth chainring, the SRAM one-by drivetrain can also match Shimano’s 26 by 36 option, but Shimano also offers a third, 26 by 36 option for its two-by crankset that provides XTR customers a lower granny gear than SRAM can match (Shimano: Lowest gear 24/40 = 1.66:1 vs SRAM: Lowest gear 28/42 – 1.5:1). The bottom line is that Shimano’s choice for trail gearing is a two-by transmission, and it competes directly with SRAM’s one-by offerings. The customer’s choice is: “Do I want 22 shifts and a front derailleur, or do I want 11 shifts and no front derailleur?”
What about Shimano’s One-By XTR Option?One-by customers can choose XTR chainrings between 30 and 36 teeth, but the narrower gearing spread of the 11 x 40, eleven-speed cassette means that riders may need to keep a couple of chainrings in their toolbox to match their gearing to the task at hand. Calculating out Shimano XTR’s lowest-available, 30-tooth-chainring option fetches a low gear of 1.33:1 and a high of 1: 2.73. Compare those figures with the options from SRAM and Shimano that we covered earlier in this segment, and they indicate that hills will be harder to climb, or you will probably be spun out on the flats. Shimano’s one-by gearing options are clearly intended for racers and stronger riders who will probably choose the biggest chainring that they can comfortably push and then suffer with whatever low gear is left when the big climbs arrive.
Two CranksetsShimano reasons that there are two schools of riding that are addressed by its most expensive component group, so it divided XTR into “Rider Tuned product families.” The divider is primarily the crankset design with the Race crank getting the royal treatment and the Trail model designed with last year’s technology. Both the M9000 and M9200 can be configured as single or double-ring cranksets, while only the M9200 Trail model can be converted to a triple crankset.
FC M9000 Race crankset: The all-new XTR Race crank has a very narrow 158-millimeter
Q-factor, presumably to more closely emulate the narrower Q-factors of the road-bikes that most XC racers train on. The non-drive-side arm of the M9000 crank is bonded instead of hollow forged to eliminate more material without affecting its strength or stiffness. The M9000 Race crankset can be configured with a single or double-chainring only. The new XTR bolt circle is non-standard, with a 70-degree, four-bolt pattern that can accept single-sprockets from 30 to 36 teeth and 24 x 34, 26 x 36 and 28 x 38-tooth double-ring combinations. Weight is stated to be 650 grams in the two-chainring, 24 by 34-tooth option.
Hollow glide Chainring: The XTR FC 9000 double-ring configuration features a radical-looking big-sprocket called “HollowGlide” that has a ramped carbon fiber plate to facilitate instant shifting, a bonded, hollow aluminum reinforcement to add stiffness, and a thin ring of long-wearing titanium teeth riveted to its circumference. The chainring is a hallmark of Shimano engineering. No prices have been set for the new XTR, but simply looking at the complexity of the HollowGlide sprocket evokes nightmares of a fatal rock strike, followed by a desperate internet search for an affordable replacement.
FC M9020 Trail crankset: XTR Trail cranks are cold forged like last year’s and lack the bonded left-side crank-arm of its cross-country brother. The Q-factor is ten millimeters wider
(168mm) than the Race cranks. XTR M9020 Trail cranks are configurable in one, two or three-by chainring combinations, with gearing ranges limited to 30, 32, 34 and 36 teeth for a single-ring option; 24 x 34, 26 x 36 and 28 x 38 for the two-ring option; and the triple-ring option will only be available in 22 x 30 x 40-tooth combination. Weights were not given, but we expect the 2015 Trail crankset to come in about the same as last year’s XTR with similar chainring configurations.
New tooth profile: Shimano bucks the narrow-wide tooth-profile trend that has become the go-to for single-ring drivetrains for a “proprietary” tooth profile that is said to eliminate the need for a chain-retention device. The new sprocket teeth are taller and appear to have a slightly hooked area near the base of each tooth. This marks the first dedicated single-ring sprocket to carry the XTR name. Shimano stubbornly adheres to the notion that one-by drivetrains are for racers, or for riders with above-average fitness. The lowest gearing range available for a one-by eleven XTR drivetrain is 30 by 40. Compare that to SRAM’s significantly lower 28 by 42 gearing option and it becomes clear that Camp Japan has a different vision of the one-by customer than Camp Chicago does.
- Shimano photo
Eleven-Speed Cassette
Shimano’s 2015 XTR ensemble hinges upon its long-awaited CS M9000 eleven-speed cassette. The jumps between each gear were carefully selected to be close to ten RPM – a feature that Shimano calls “Rhythm Step” gearing. The actual cog numbers are: 11-13-15-17-19-21-24-27-31-35-40 teeth. Shimano makes the 40-tooth cog from aluminum and the rest of the cassette cogs are made of titanium. The cogs are grouped on aluminum spiders in similar fashion to previous XTR cassettes. If you want a preview on how the gearing is spaced, the first seven steps are the same as Shimano’s ten-speed 11 by 36 cassettes, with the addition of the final 27, 31, 35 and 40 tooth sprockets. Great news for all is that CS M9000 eleven-speed cassettes will retrofit to all ten-speed Shimano-compatible freehubs. Previous XTR rear derailleurs, chains and right-hand shift levers, however, will not work with the new M9000.
Chains RequiredOf course, M9000 requires a special, eleven-speed chain and like its predecessors, the links are profiled asymmetrically to boost shifting performance. Sil-Tec, a slippery nickel plating, is used to keep the chain running smoothly in all weather and beyond its microscopically thinner width, the HG-11 chain is further lightened by hollow pins, similar to Shimano’s Dura-Ace road racing chain.
New Front Derailleur DesignShimano has consistently made the best shifting front derailleurs, to the point where we wonder if the front mech can be significantly improved. Well, evidently, it can be. Shimano took advantage of the new XTR’s smaller chainring options and shortened the length of the front derailleur cage, then developed a top-mounted “Side Swing” mechanism that eliminates the old-school derailleur’s bird’s nest of cables and lever arms that crowded the area behind the seat tube. Both improvements address nagging tire clearance issues that 29er designers faced when attempting to shorten the bike’s chainstays. Shimano says that shifting performance is boosted by 100-percent in the case of its FD M9000 triple-chainring option and by 50 percent with the FD M9020 double-chainring drivetrain.
Unlike previous Shimano front changers, the new XTR cage has fewer tricky bends and twists to coax the chain from sprocket to sprocket, relying more on brute stiffness to get the job done, and the cage is also designed to compensate for three degrees of rear suspension travel. Two separate derailleurs are offered, one for two-by and another for three-by chainring configurations, and both clamp type and direct mount options are available. For 2015, only the FD 9025 model changer will offer a conventional cable routing. The new FD 9000 XTR changer will be easy to spot because it requires a novel downtube-routed housing that feeds to the front side of the mechanism. Expect to see some zip ties on bikes that were designed before XTR M9000 components were released to bike makers.
Improved Rear Mech’Changes in nearly all aspects of the 2015 XTR rear derailleur essentially make it an entirely new model. The parallelogram slant is reduced and the cage and upper pulley are offset so the derailleur will better track the steeper angle formed by the wide-range 11-speed cassette cogs. Quicker shifting
(if that can be done) is made possible by extending the derailleur’s body about 10-millimeters farther forward, so the upper pulley leads the chain into the next shift. The Shadow Plus clutch has been reconfigured with an external Allen key adjustment, and the cage will be carbon fiber. Adjustments have extended ranges to make the new derailleur more adaptable to various frame designs and, presumably, to allow it to adapt to future 11-speed cassettes with different gear ratios. RD M9000 derailleurs will operated best with direct mount type hangers, but they will also be configured for standard dropout hangers. Shimano says that the new mech’ requires a lighter pull from the shift levers.
- Shimano photo Larger shift paddles feel more like Saint. Shift Levers
Shimano redesigned XTR shifters with a longer cable take-up lever and a broader cable release lever that resemble Saint levers. The release lever can double shift if necessary – a feature that was added to facilitate faster shifting for one-by drivetrains. The internals are improved to offer a more crisp feel and more shift feedback – features that Shimano refers to as “Vivid indexing” action. Cosmetically, the New XTR shifters appear somewhat similar to last year’s when they are on the bike, except for the addition of a textured carbon fiber release lever, and like previous XTR, they are I-Spec II compatible, so they can be directly mounted to the brake levers. Internally, Shimano says that more of the mechanisms ride on ball bearings, so M9000’s smooth shifting action will remain so as time takes its toll.
More Versatile Brake Levers
While XTR M9000 Race and M9020 Trail brakes are unchanged in the mechanical sense, the lever perches are raised and slimmed near the grip area to save some real estate there. No reasons were given beyond that description at the presentation, but one could imagine that, with Shimano’s recent domination of the braking market, it would make sense for them to leave room for GripShift twist shifters for OE bike manufacturers who cross-pollinate their bike spec. On the subject of brakes, Shimano will offer its ICE rotors in all rotor diameters for XTR, from 140 to 200 millimeters.
XTR 2015 First Impressions:Shimano had final-generation prototype XTR M9000 derailleurs, shift levers and cranksets available for test rides at the launch, as well as 3D-printed photo samples of the actual 2015 products which were hung on show bikes to give us examples of the finished look. As such, we were not allowed to rip Shimano's local trail network aboard the test bikes and instead, were relegated to cruising the parking lot to get a feel of how M9000 components will function. Compressed to such a limited measure of riding experience, we could only judge the potential of Shimano's pride and joy.
- Greg Lambert photo
Shimano's new front derailleur was the standout performer, with quick shifting action that rivaled that of the rear derailleur's. How could that be? Because rear shifts can only occur at specific 'gates' where the chain's rollers line up with the teeth of the next cog in line. Most cassette cogs have two, maybe three gates, while Shimano's wildly manipulated large chainrings have four to six gates available with each turn of the crank. Add that action to M9000's super stiff front derailleur, and the fact that it is shifting between only two chainrings, and you get unrivaled front shifting performance - which Shimano hopes will translate into two-by XTR drivetrain sales.
The shifting action of Shimano's 11-speed rear M9000 rear derailleur and cassette felt about the same as the previous version - and that is a good thing. Traditionally, shifting performance has suffered whenever Shimano has added an extra cog. The feel and action of Shimano's shift levers are more defined, but while the architecture of the tension and release levers were correct, without a side-by-side comparison of the production items, we could not determine any ergonomic advantages that the new design may bring to the table.
Perhaps the most important news was that Shimano's gearing selections. As promised, the best way to ride the M9000 two-by drivetrain was to keep it in the big ring for most selections on the 11-speed cassette and then drop to the small chainring before continuing on to the the big 35 and 40-tooth cogs. The ten-tooth spacing between the two chainrings feels like slightly more of a jump than one shift of the rear derailleur at the cassette, so there is no need to double shift at the levers most of the time - just whittle up or down the cassette with the right shift lever until you get close to one end or the other, and then flick the left lever to transition to the last few cogs. If you shift in this fashion, you will be utilizing only 17 gear selections, which is probably all the non-duplicated options that are available.
Overall, Shimano's 2015 XTR M9000 is what we expected: precision engineering in every corner of every component and each part, an improvement over its predecessor. But a four-piece chainring, bonded from aluminum, carbon fiber and capped with titanium teeth? Where does stuff like that come from? How Shimano's engineers can throw their hearts and souls into eking incremental performance improvements from already near-perfect mechanisms is beyond us, but with the liberal application of Shimano's sweat and your money, you will soon be able to ride the mountain bike drivetrain equivalent of a Rolex watch. Do we need that level of complexity? Do we need a front mech? Do we need to set aside one or two paychecks to experience such wonders? Probably not, but those judgments do not apply to XTR. Mechanical perfection is what fuels Shimano's soul - they would probably do XTR for free.
- RC
Shimano’s team of engineers, pro athletes and test riders wrestled with gear ratios and chainring combinations to achieve best-possible gearing for World Cup XC racers and also for elite trail riders. The result was a “democratic” solution called “Rhythm and Range” that is based on the notion that smaller, more even steps between shifts, combined with the widest possible gearing range is a better way to pedal a bicycle off road
But I (and I suspect a lot of folks on here) were hoping Shimano's 1x11 XTR would be something a bit special, which this isn't.
SRAM have supposedly sold 8 times as many XX1 groupsets as they expected. Shimano aren't getting that market share back with this.
I'm glad that Shimano haven't done the same mistake they have done with their all new dura-ace 11sp groupset after all
SRAM develops 2x10 drivetrains, then designs a wider range 1x11 setup that is valid a option to a much larger group of people. They also developed a system that is lighter, quieter, simpler, and really really good.
Shimano responds by telling the public that 1x drivetrains are only for 'elite athletes', and instead selling us on the spacing between cogs. EPIC FAIL.
SRAM makes crank sets with removable spiders, so consumers can switch between 3x, 2x, and 1x setups without buying new cranks, while also making it possible to run direct mount chainrings (which absolutely rule). Race Face follows suit, and produces the most beautiful crankset in human history (Next SL). Companies like MRP, Wolf Tooth, Hope, Absolute Black, and others build on that technology, including cheaper options that are compatible with SRAMs stuff.
Shimano makes a new crankset with no notable new technology, except for a new bolt pattern (why???) and what is surely going to be incredibly expensive proprietary chain rings. WRONG!
The only part of XTR that is really exceptional are the brakes. They didn't change them at all, giving SRAM a chance to offer something of equal quality over the next few years (if the new Guide brakes aren't already there).
Shimano just isn't innovative anymore. Instead of pushing technology, they just issue half-measure responses to the really cool stuff that SRAM develops, then tells the market that they don't really understand what they should be buying.
Shimano's stuff works great. If you get a bike with SLX/XT/Zee components, it will work fine and last a while. But why would anyone pay for XTR anymore? Its not cutting edge.
Shadow+ and Type II were released so close together that is difficult to know which one was in development first. But you are correct that it was a good idea.
However, that technology was just a small improvement over what was already out until SRAM developed narrow/wide chainrings. If you have a front derailleur, Shadow+ isn't that much of an upgrade. SRAM took that technology and integrated it into a system that really took advantage of its benefits.
I don't blame Shimano for extreme conservatism. The last time they tried to develop something really new - Dual Control - they shit the bed so badly that it let SRAM get a foothold in the market. Shimano can still do just fine copying SRAM and selling a lot of mid-range stuff.
....and they are really innovative in the fishing reel industry.
I am also sure that SRAM had a clutch mech in the works way before Shimano presented its own. Heck - I had one in the works ( I just tried to use RC car damper, but that is irrelevant ).
You seem to forget that at the time of Dual Control shimano also introduced outboard BBs, which spread like wildfire. Besides - Dual Control is awesome. I recently built a bike with it and I cannot believe I got trolled for so long into not using that.
It's good to see a wider range cassette, and a rear derailleur designed to match it. But, it's falling short of the benefits of other systems. Overall, I bet my 1 x10 works better. Just maybe not as exotic or light.
That's just crazy talk. You made some valid points but you don't have to talk crap about the one thing you give Shimano credit for. Shadow Plus is amazing regardless of the amount of rings you have in front. Never before could you ride a bike and just hear the magical sound of rubber on the dirt.
2x with chain guide and FD, chains still come off, even brand new xt drive chains.
narrow wide is the way to go (keep you 22/24 for when you get the knock or a liaison stage, use you fingers no need for FD ;o)
front shifters are a pain in the ass.
paying more than 80 bucks for a RD is a no no for a trash-able item.
paying more than 80 bucks for a cassette is a no no.
paying more than 30 bucks for a chain is a no no.
sram RD's are easier to hit (too easy).
11-40 is loads when your near to spinning out you will (should) be generating more momentum by pumping your bike.
and heres the important one for all you guys out there with 30/32t 1x 160mm bikes... rear suspensions bikes are designed around mid thirties chainrings, so your 30t are limiting the performance of your bikes and yes it makes a difference.
And it will be easy to switch from 1x11 to 2x11 (not possible with SRAM). And I will not have those huge steps between gears, I tried SRAM's XX1 on a cross country bike and can't imagine anybody racing that who doesn't get paid to do so...
The SRAM stuff does look better though.
Yeah, if you consider buying a whole new crankset easy. SRAMs removable spider makes that switch easy. Isn't 1x11 compatible with a normal 2x crank? Don't know why it wouldn't be. But why bother anyhow? Unless you spend too much time going up and down steep fire roads, that range isn't worth the added complexity, IMHO.
The switch between gears is all marketing BS. They needed something to say about a group that is dull. SRAMs gaps between gearing isn't that different than older systems.
Shimano makes awesome brakes and pedals. I wouldn't use anything else. Other than that.....yawn.
I'm sure it will work well, but in a refined, traditional, boring way.
It wouldn't work (at least not very well) since SRAM doesn't make a front derailleur for their narrow 11 speed chain.
"The switch between gears is all marketing BS."
Some people may not notice, for me some of the steps on the SRAM cassette made it unusable for cross country racing.
That is what Shimano has up the sleeves.
According to Shimano the new front derailer shifts twice as well as the current one.
You'll be able to program the derailers/gearing and shifters as you like i.e. left shifts up, right down.
Then just forget about the front detailers.
I personally like my bike analog... but electronic shifting, exp the front works much better.
Stick with your 9 speed or 10 speed, and when the climb gets tough, just walk it.
With a gear ratio of 1.42:1, we can definitely walk up the hill faster than we can pedal.
It's the Indian food other Indian foods don't like to talk about.
Edit: and a narrow-wide chainring up front, but I'm guessing the XTR has a special size so it won't fit?
MTB marketers must have a field day. And I wonder how many people complaining about this also decry the arrival of 650b? So many hypocrites.
It's actually weird they don't yet mention Di2 cause it's basically ready.
Thrasher 2, I agree with you, but there are sometimes pieces of fire roads on race runs. Even XO1/XX1 would be a compromise for us, a little less for the pros and their strong legs.
If you run a 36T with the 11-40 to have the same top end speed as a 32T and 10-42 then you are basically giving away one gear on the climbs (equivalent to 32/36). Stick a 34T on XTR and 32T on XX1 and the differences at either end average out and you lose roughly half a gear at each end. In terms of speed, this means 0.5mph quicker (or cadence has to reduce) at 80rpm climbing on XTR vs XX1 and 0.8 mph quicker at the top end on XX1 at 100rpm vs XTR. Minimal differences IMO.
Good that you made the calculations. That really isn't much difference.
But, when you buy XTR you spend an insane ammount of money to get the best of the best. And if you already spend that much, why would you accept receiving less?
If it was for their XT range or lower it would be all good, but for XTR people want the best of the best.
Shimano also typically gets heavily reduced on rrp compared to sram so after the initial release xtr usually works out far cheaper. Cassette was 60% the price of the comparable xx on crc for example
I wouldn't be surprised if shimano offers the same wide range cassettes at lower price points very soon. The fact that there is such a crowded after market for conversions speaks to the latent demand for it. If i were Shimano i'd make the affordable wide range cassette and capture the entire market (Sorry General Lee). Still I'm surprised/annoyed with how long its taking them.
- older XTR - beautiful and functional.
- 2015 XTR - complicated, unnecessary, ugly ... ups! one too many
Personally I'm disgusted. I'm also a grumpy, old git that still loves his M970
Target market IMO: People with perfectly fine working 10 speed setups who dont want/dont need to spend 1k on a drive train when they it could be achieved by other means. (OneUp, Wolftooth, etc)
Hell, make an SLX 10 speed 11-40 and sell it for $100 (SLX 11-36 are about $50). That would generate more profit than selling fewer, expensive drivetrains where there is already a competitor. No one makes a specific 11-40 10 speed cassette.
I love shimano but yes, they are too late for this one.
That is a hilarious and true statement. God Bless the South
RC
There are enough options to change a SLX or XT System to 1x10 with a 11-42 Casette these days. For 1/4 of the price.
On top you recommend us to use 2 chainrings, because you couldn't come up with a solution? Worst product launch I've seen. Period.
To appeal to kids nowadays do this:
- No more XTR. Name it XTR RACE (XTRR)
- Huge sticker, white and red (RIP Suntour) XTRR on the outer arm, RACE on the inner arm. Race X could be cool too.
- Make it black so after 6 rides I look like a real rider w fcuk up cranks and in a couple of years I need a new one cuz its is fugly now!
- Did I say LIFESTYLE? Ok, dear Shimano. You need to google that.
- Forget electronic shifting and be able to program everything so you don't need to touch the front derailer cuz it auto shift. What is cool now is 1X11 w poor shifting!!!!
- Inform all your sponsored riders that is not ok to run a chain guide. I know the chain come off in mud... but shhhhh! BTW IF the guy happen to have a rainbow jersey and races XCO is OK to have a very small and hidden chain guide!
But keep in mind: LIFESTYLE!
Shimano you are too old school!
Nowdays kids buy everything on the internet! They do not need to try it! Just tell them it is cool and new and bang!
11-40....really Shimano?! ONE-UP has got you beat!
Shimano = OEM. Aftermarket is just a minority of their sales. 20, maybe 30%. OEMs want triples and doubles. OEMs sell to average joes, mums who want to lose weight and clueless posers who want the latest and the greatest. All those "useless" options are for them. 22-40 low gear sells a 29'er to a 300lb clyde just as efficiently as 1x11 sells an "enduro" bike to many of you.
All those "useless" options are for selling.
Having that out of the way.
This incarnation of XTR is kind of a letdown really. Cranks are overengineered and, arguably, hideous. The cassette is kind of 'meh' because it is 11 speed, this forcing an upgrade to get that extra cog. If it was a 10 speed, then it would be all-my-dix-want-nao for a sizable part of the market.
There is an innovative part there however.
It is the "direct route" FD. This device not only simplifies the cable routing and increases the clearance for the tyre. It also makes pretty good deal of bikes become FD compatible. All you need now is an e-type plate mounted to an ISCG and you now can mount and FD to your Trek Session. Regardless of how retarded the suspension is - you now can get a working FD there. Great piece of kit - sadly, in all the 1by craze it is going to be overlooked
I was a die hard Shimano guy for 15+ years before XX1 finally converted me last year. I was really hoping Shimano would do something to win me back. Sadly, this won't do it. They say the new XTR is perfect for elite athletes and riders with above average fitness. Well, I might not be elite, but I do have above average fitness and I'm certainly not sold. Being in good shape doesn't mean I want to sacrifice the range or add unnecessary components to my bike (ie: FD). This is a very anti-climactic and disappointing launch from a company that is clearly behind the times in MTB drive trains ... (I do love their brakes though) ...
According to Shimano the new front derailer shifts twice as well as the current one.
You'll be able to program the detailers/gearing and shifters as you like i.e. left shifts up, right down.
Then just forget about the you have a front detailers.
I agree we don't need the gear range of 10-42, but SRAM played it safe to mimic a 2x10 that a lot of people were using. All of the cool features of XX1/X01 would have been fine with a 10-speed cassette. Why Shimano is not doing a wider range cassette is a mystery. So many people will buy one.
Shimano XTR Spandex RAce Snobs will buy the group to be part of the club, but XTR seems so pointless now.
One thing about Shimano is you know its built well and will shift amazing. They may be boring but they are reliable and have the feel dialed. Oh, and not all Sram brakes sucked, their "trail" series was actually really good. My Trail 9 brakes have been awesome, just too bad everything previous sucked.
and soon you'll have XT, SLX versions of it.
sorry how is this not better than XX1? (no, im just wondering. not trying to be sarcastic)
I missed your comment on my first scroll through...but Nigel was the first person I thought of when I saw the article!
as soon as it wore out (very soon) you will need a new cassette...brilliant!
that's smooth after $10k bikes and $1k carbon rim articles. sublime suggestion, rc. well done, sir.
Looks like routing will be way more direct than going under the bottom bracket and great to hear the 2015 11 speed cassettes are compatible with 10 speed hubs.
My only concern is if the new chain is compatible with N.W as to run Race Face cranks/ring??
Putting XTR aside (because the VAST majority of us will never appreciate the diminishing returns we'd get for all that extra money), I really feel Shimano is producing some of the best products on the market for the AVERAGE consumer with their Saint, XT and SLX offerings. Speaking as a long-time mechanic and former SRAM convert who jumped from the Shimano ship about 10 years ago, I'm a firm believer that nowadays their brakes, cranks, and rear derailleurs can't be beat!
The only thing Shimano could do to ensure my eternal love would be a 9 speed clutch derailleur.
Or you can convert a cassette with an adaptor.
More choices. I like it. Depends how much money you wish to throw down.
Spreadsheet below:
www.pinkbike.com/photo/10816417
I can't really see how a 1x11 is going to create a superior drive system. As anyone should know, increasing the angle at which the chain interacts the drive train never really makes a better system mechanically. There's a reason that you don't ride the small (or big) ring in the front and in the back. It puts the chain at a disadvantage.
Using a single ring on the front gets rid of weight from extra rings and the front mech, but putting 11 in the back is questionable logic unless you are going to almost never use the extreme rings.
Don't get me wrong, I've run 1x setups before for commuters and runaround bikes, but unless you are using the bike for a single purpose (ie DH), flat roads, it's not really all that practical.
FWIW, I've been happily running 3x9 systems for nearly 20 years. I also ran a 1x7 for a while and have a belt drive runabout.
Also, I find it amusing that the article says "it's hard to imagine a better design for a front mech". 10 or 12 years ago, Shimano had an XTR front mech with spacing that adjusted itself throughout the range. This made it possible to have different dimensions at different points in its movement range. While it didn't really make a huge difference, that's a design that could give better front shifting if it wasn't so expensive in parts. The benefit did not outweigh the cost, but that doesn't mean it couldn't be better.
Shimano please don't fold to SRAM just yet
if all companies made the exact same thing, everybody would be shouting that there is no diversity and no other options to pick.
TL;DR
SRAM half assed XX1 and it costs a fortune. XTR 11 speed will probably be cheaper, have a non-proprietay freehub, and will surely be more reliable. If you really need a 42t cog, then maybe you should run a 2x instead of a 1x.
Till then I will stick with 2x10.
4 months since it was released and still not available.................
People complaining about them not making a wider range cassette like srams 10-42 would complain equally as much if shimano made a proprietry freehub body so they can use their cassettes. The majority of riders (suprisingly dont live on pb) actually still do use 2 or 3 chainrings so this stuff will be great for them.
The problem with the sram driver is that if you're going to make an alternative and claim it's superior to try and get it to become the new standard and not just some proprietary BS, you have to make it in the same ballpark cost-wise. Having only $500 cassettes as drive train options doesn't make it more attractive for 2 lower teeth. No thanks, I'll save $400, change my front chain rings and have the same gear ratio.
Pick up your game Shimano............
2x !?
3x !?!?!
Dear Pinkbike editors: please arrange an award for the first picture of XTR9000 tripple chainset and 11-40 cassette in action.
I am riding a 1X Wolf Tooth /RF Next SL 26T setup with the 11x42 rear. This is excellent with only the gap to the 19T cog the lone issue, which a 16T cog would probably solve.
I am less than the "above avg fitness level" Shimano describes and everything I ride is steep. Me thinks their market research is questionable. In fact I have to question a great deal of the marketing reads on cycling in general.
I think that Wolf tooth and the others making their XX hack jobs are looking pretty good for the next year or so as Shimano has just struck out for 2015.
Anybody who disagrees just does not know what he is talking about and can't setup drivetrain. Indisputable fact.
the only downside I found with gripshift is; if you are braking you can't change gears at the same time, where as on the trigger shift it is still possible
for a Rohloff is not so much of a problem because you can easily jump 14th down to 1st gear quickly once you stop braking
on Derailleur you can get easily caught out ie after a G out