--
SHARES
  

photo: Paris Gore

Shimano just announced the latest XT and SLX mountain bike drivetrain groups with 12-speed cassettes and a raft of new technology previously only available in their top-end XTR group. While it’s no surprise that Shimano is going to offer more affordable 1×12 and 2×12 options, mountain bikers should be pleased with both the timing of the release and the performance of the new components.

I spent two days testing the latest 12-speed XT drivetrain on the incredible singletrack surrounding Bellingham, WA and here’s what I learned.

Cassette

photo: Sterling Lorence

Like the 12-speed XTR group announced last year, the new XT group can be configured with either a 10-51T (Wide Range) or 10-45T cassette. Of course with the first, riders are getting maximum range (510%, slightly higher than SRAM Eagle) but are limited to a single chainring up front. The only potential downside is the gear steps aren’t uniform; that is, there are bigger jumps between gears as you move up the cassette.

Shimano calls their 10-45T cassette “Rhythm Step,” and it can be paired with either a single or double chainring crankset. Uniform gear steps help avoid abrupt changes in cadence, but this limits the gear range to 450% with a single-ring crank. However, when used with a 2X crankset (36-26T) that gear range explodes to 621%.

photo: Jeff Barber

The 10-51T XT cassette is said to weigh about 470g and will be priced at $159.99. This is about 20g heavier than a SRAM GX Eagle cassette, but $55 cheaper.

Shimano has engineered the cog profiles to produce quick, decisive shifts when paired with a Hyperglide+ chain. The two largest cogs are made from aluminum and have a black surface treatment to make them more durable while the rest of the cogs are steel. At a glance it’s easy to identify new Shimano cassettes by the number of black cogs: XTR gets three, XT has two, and SLX has just one.

The seven largest cassette rings are fused together into a single carrier, while the remaining five cogs slide onto the driver. The cassette uses a Micro Spline design to allow for the small, 10-tooth cog and also to reduce gouging. Of course the downside is buyers will also need a Micro Spline freehub body.

Crankset

photo: Sterling Lorence

The new Shimano XT crankset is offered in five different configurations which seems a little confusing at first, but it’s actually pretty brilliant.

Starting at the middle of the lineup, the M8120 crankset is designed for Boost-spaced bikes and maximizes tire and frame clearance. This option has a 178mm Q-factor. Chainring options range from 28T to 36T across all of the XT single-chainring cranksets.

Moving narrower, the M8100 crankset is designed to work with Boost (148mm rear spacing) and non-Boost frames (142mm rear spacing) plus it offers the narrowest Q-factor of the bunch at 172mm. For many older model bikes, this is going to be the best option to get the right chain line.

At the other end of the spectrum, the M8130 crankset works with “Super Boost,” 157mm rear spacing. Of course this adds a bit more to the Q-factor, ringing in at 181mm.

FC-M8130-1_32T_C219_1_zz_zz_32_zz_zz_STD_S1
FC-M8100-2_36-26T_C219_1_zz_zz_36-26_zz_zz_STD_S1

The remaining two options are double chainring crankset versions of the M8100 and M8120 for those who want the additional gearing range of a 2X drivetrain. The XT double-ring cranks are configured with 26T and 36T chainrings. The big ring is direct-mounted and the smaller ring is mounted to that, which means it’s possible to swap between 2X and 1X gearing up front with M8100 and M8120 cranks.

The crank arms are hollow-forged with two pinch bolts on the left arm holding everything in place. Pricing for a single-chainring crankset is set at $154.99 (not including a bottom bracket or chainring) and the weight is said to be 620g with a 32T chainring. Note, that price is 64% less than an XTR crankset which definitely makes XT accessible to even more riders. A single XT-level chainring should be priced around $62.

Shifting

Shifting is where drivetrain performance is most noticeable, and much of the technology for the new 12-speed XT drivetrain has spilled over from XTR which was launched last year.

Starting at the rear end of the drivetrain, Shimano adds Hyperglide+ tech to the cassette and chain for reduced pedal shock and 33% faster shifts compared to the Hyperglide technology on the previous generation XT drivetrain. In practice, this means shifting under load is not only possible, it’s preferable to easing off the power a bit to baby the chain between gears. If you’ve ever found yourself struggling to shift in time to react to unexpected terrain on the trail, you’ll no doubt appreciate this feature. The engineering and design behind Hyperglide+ is a little complicated so check this out if you’re interested in learning more.

photo: Sterling Lorence

The new XT shifter offers many of the same benefits as before, including the ability to downshift one or two gears at a time. Shimano improved the feel of the lever action, giving a single downshift a lighter feel than a double downshift, which helps avoid accidental overshifting. They also added a rubber pad on the lever for improved control, and the XT shifters still offer 2-Way Release (a push or pull of the lever activates the shift) and Instant Release (the shift fires as soon as the lever is pushed/pulled, not after you take pressure off the lever).

The I-Spec shifter mount gives the rider 14mm of side-to-side range to get controls dialed, along with 20-degrees of rotation. Priced at $60.99, the right shifter weighs 120g.

On 2X configurations, the front derailleur shifter features just a single lever that toggles between the two chainrings with a push or pull for a simplified design.

Derailleurs

photo: Sterling Lorence

It doesn’t appear a lot has changed with the updated XT derailleurs, though the new rear derailleur moves to 13-tooth pulleys instead of 11T to accommodate the big 51T cog. The M8100 derailleur is designed to work with a 1X drivetrain and is compatible with either the 10-45T or 10-51T cassette. Another version, the M8120 derailleur, is for the 2X drivetrain, but also works with the 10-45T cassette in 1X configuration.

The M8100 rear derailleur will be priced at $114.99 and weighs 287g.

The M8100 front derailleur is a side-swing derailleur and works with 48.8mm and 51.8mm chain lines.

On the trail

Shimano positions the XT group as trail-ready compared to the more race-oriented XTR group, and it’s an apt distinction. All of the XT components are designed to be durable, yet are constructed using high-quality methods and materials. This is also a drivetrain that’s designed to get riders up the trail as easily as it gets them down.

photo: Sterling Lorence

Let’s start with the ups. Over two days I climbed more than 5,500 feet, with one wall-like ride ratcheting up 1,100 feet in just a mile and a half. (There was also a shorter section of another ride literally known as “The Wall.”) I made good use of the 51T cog in the rear on these climbs, and it must’ve been enough because I stayed on the bike pretty much the entire time. Upshifts are swift and decisive, even as the jumps get bigger toward the top of the cassette.

Since this was my first time riding the trails in Bellingham, I found myself needing to shift at awkward times as short, steep climbs seemingly appeared out of nowhere, only to top out and vanish almost as quickly as they arrived. Hyperglide+ shifts noticeably faster than I’m used to with just a few degrees of crank rotation, making up for any lack of sufficient down-trail vision.

photo: Sterling Lorence

It took a bit of practice but I soon found myself powering through shifts more and more. This is super helpful in quick transitions where I need every bit of power I can muster to move up and over obstacles in the trail. Easing off the pedals before a shift is something most of us have gotten used to over time, so it’s liberating to smash pedals at will with little regard for the state of the chain and rear derailleur.

On pedally sections, downshifts are just as quick and the power transfer feels quite seamless, with more of a click than a thunk. Being able to downshift one or two gears at a time is a nice feature which again, allows for quick transitions.

Mountain bikers don’t tend to think about their drivetrains so much when the bike is pointed downhill. After all, Aaron Gwin can win races without a chain.  Fortunately, the designers at Shimano do think about drivetrains going down, and their attention to detail was evident during my tests.

photo: Paris Gore

For starters, chain retention with the new XT group is excellent. I didn’t drop a single chain through rough, jangly descents, and as far as I know, no one in our group of 25+ riders did either. Of course having fresh, unworn everything — chain, chainring, cassette, derailleur — helps. However, I believe credit is due to the improved Hyperglide+ interface between teeth and chain as well.

photo: Paris Gore

We rode some long, steep descents in Bellingham, but that’s not to say the downs were without pedaling. Many of the trails feature doubles, kickers, and hips that beg for just a little extra speed on top of whatever gravity is able to provide. Again, the quick downshift action, whether it be one or two gears, and the near-instant power transfer makes it easier to react and take full advantage, even on unfamiliar trails.

photo: Jeff Barber

On the first day of our test the trails were dry and dusty, and in these conditions, the XT 12-speed drivetrain worked flawlessly. Day two saw rain and damp loam, which coated the underside of my frame and drivetrain in rich, dark dirt, yet resulted in zero complaints. Again, having a team of mechanics supporting the ride with daily maintenance certainly helps, but I’m confident the design should allow all of the pieces to perform well in most conditions.

Bottom line

With the updated 12-speed Shimano XT drivetrain, mountain bikers are getting all of the latest analog drivetrain technology in a high-quality, reliable package at a reasonable weight and price. For trail riders, this drivetrain strikes a great balance and represents a compelling alternative to other 12-speed drivetrains on the market.

Look for availability beginning in mid June, 2019, and learn more at mtb.shimano.com.

--
SHARES
  
# Comments

  • loranbriggs

    Look forward to this. You didn’t mention it explicitly, but I assume this fits standard Shimano hubs? So this will have the performance of the XT line with backwards compatibility. This sounds like a great choice for those limited to Sram’s NX line to fit their existing hubs.

    I wonder if the 11-45 cassette will fit on the new GRX derailleur (I know is rated for 11-42, but I can hope right?) For some improved gravel gearing range.

    • Jread100

      Negative… this uses Microspline just like XTR 12 speed. No backwards compatibility

    • Jeff Barber

      I’ll editorialize a bit here and agree it’s a bummer the latest Shimano cassettes require Micro Spline (just like it’s a bummer SRAM requires an XD driver)… but I totally understand why they need to do it. For better or worse, the conversation around 1X drivetrains is all about gear range, and the fact is anything smaller than 11T simply won’t fit on a standard hub. But who really needs a smaller cog, especially when it’s just one tooth smaller?

      It comes down to math. The gear ratio percentage (for a 1X) system is calculated by dividing the largest cog by the smallest. So a 10-51T has a 51/10 = 510% gear range. Note the denominator makes a huge difference here, especially as it gets smaller. So to get Eagle range (500%) with an 11T small cog, you need a 55T big cog which means adding 4 teeth. Shimano went for an even bigger range (510%) than SRAM with their 12-speed drivetrain, a marketing win. To get that with an 11T, they’d need to go with a 56T big cog.

      If I were trying to win the marketing game, I’d find a way to make the driver even smaller; screw incremental gains and the possibility of needing to change the standard again in a few years. If one could design a hub that fits a 9T or even 8T cog, that could lead to an incredible leap in gear range — 637% with a 8-51T! Shoot, just dropping one tooth from 10 to 9 increases the overall range more than 50%!

      Of course there would probably be some challenges associated with chain wrap with so few teeth, and the jumps between gears would be even more awkward. 🙂

  • MikeyO

    Great rundown, but let’s be honest, the front derailleur is dead. Shimano should just save $$ and R&D time and focus on the other parts of the drive-train. I do have to say, I have switched to a 11-speed 50 tooth Sunrace cassette for my XT group-set and it works perfectly awesome, really won’t need to upgrade to 12-speed. This always takes you down that path where you have to change out multiple components to get it to work smoothly, not worth the hassle or $$. I will just wait until I buy another bike that is already updated, but thanks for the good info. Always appreciate these reviews! Thanks!

    • john_solomito

      Have a look at a gear inch calculator sometime, the front derailleur is by no means dead, and fortunately Shimano has continued to make a commitment to producing them. If a ride profile has any kind of really varied terrain, like Tour Divide, a double up front is a godsend.

  • Plusbike Nerd

    I’m expecting Sram to come out with a 1×13 drivetrain with a 9-54 600% cassette. Doesn’t someone already make 9-45 cassettes that work on Sram XD drivers? Even a 1×12 9-50 556% cassette doesn’t seem unreasonable. I would love to see 1x drivetrains come with more range. I’m loving the “range wars”. Sometimes competition is good. Especially if it brings us better products.

  • kosmo

    Personally, I’d be perfectly happy with an 11-51 cassette, but….marketing. I have it on pretty good authority that during Eagle development, SRAM engineers wanted 10-48 spacing, but the siren song of being able to market 500% won out.

    It would be nice to know the cog sizes of these new Shimano cassettes.

  • BentChainRing

    I still don’t get the fascination with single rings…The big gaps in gears, leads to lack of spin choice, killing any pedaling rhythm that might be eked out. And whatever happen to being concerned about chain crossover and the added friction it brings? Undeniably less efficient. I’ll take multiple rings and close-ratio shifting any day over the single front ring.

    • john_solomito

      Yep. This marketing gear percentage BS SRAM created to calculate gearing is a clever lie. Percentage of what? Here’s the high and low expressed in gear inches:

      1x 30 with a 12 speed 10/50 – 18.6 low and 93.2 gear
      2x with 24/36 front and an 11 speed 11/40 – 17.5 low and 95.3 high gear

      All with closer jumps in gearing, better chain lines and less drive train drag – that 10 is a killer

    • mtnryder

      Obviously, 90%+ of the MTB’ing world disagrees with you and John. I couldn’t disagree more. I think 1x drivetrains are the best thing since sliced bread. We have one guy left in our group running a 2×10 drivetrain on his V1 Santa Cruz Bronson. Of course, he’s also got an externally routed dropper and Marzocchi fork. He’s too stubborn to even try a 1X drivetrain and says he’s waiting for 1×15. I should also mention that he’s the first guy walking on our rides.

    • BentChainRing

      I’d more say 90% of moving buys the marketing. And they have no choice. The manufacturers are not making the doubles and triples anymore. Fact: you have giant gears gaps. Fact: Cross chaining either side eats Watts. Thats all Im saying. The setup may be more convenient. But less gears either side of the cassette before cross-chaining friction begins to rise and the significant change in pedaling rhythm due to gear gaps is not attractive to me.

    • BentChainRing

      D’oh! Autocorrect!!! “I’d say more than 90% of MTBing…”

  • Exodux

    E13 makes a XD compatible 11 or 12 speed 9-46 cassette which when combined with a 30t or 32t chainring, which I switch between the 2, give me all the range I ever need. Although I live up in the high mountains(7000′) and rides pretty much go up from there, I have no need for anything bigger than the 46t cog.

  • JSTootell

    I’m a 1x guy and love the big 10-50 range, and prefer Sram (as of right now). But happy to see Shimano put these lower systems out shortly after XTR. Keeps the pressure on Sram to improve their system as they are no longer a step ahead. And it seems that every time they are on even ground, Shimano wins the popularity contest. So either they will need to figure out how to get AXS cheaper, or develop another improvement. I’m hoping for a lower range close ratio cassette (12 speed 10-42?). I’d love to see some sort of innovative internal gearing system (gearbox or hub?), But I only see someone else doing it first, then one of these two buying it out.

  • Exodux

    I too prefer Sram and have been running it, problem free for years. I only wish with Sram is that they would make, say three different 12 spd cassette configurations, 10-42, 10-45-and 10-50. I use the E13 9-46, which works great, but it would be nice if at least Sram offered more.

    The new Shimano 12 speed stuff does look nice though, but Shimano’s pricing policies of the past( and present) really seemed to hurt them.

Leave a Reply

You must be logged in to post a comment.


Trending