First Ride: Shimano M9200 Series

We got our hands on the new, wireless Shimano group set early, and we are super impressed.

Seven years have passed since Shimano revamped its top-of-the-line mountain bike group set, XTR 9100. In that time, SRAM debuted its fully wireless electronic AXS components (2019), trickled that technology down to two more affordable specs, revamped the system with its direct-mount, hangerless Transmission drivetrain, and effectively—if not completely—took over the off-road market.

Shimano has always been slow (and sure) in its development, but they have a sterling reputation for not releasing anything until it's ready.

We’ve been hearing rumblings for at least a year that the Japanese manufacturer would be launching a new version of the flagship components. Then, a few weeks ago, our rep showed up out of the blue with a test rig equipped with the new gear for us to paw at and take out on the trails ahead of the official launch.

Now that the curtain has been lifted, we can say that, based on our testing, XTR M9200 is smart, clean, dialed, and impressive.

It is the first time Shimano has launched a component group that is exclusively electronic. There is no mechanical option, a reflection of the market changes since the launch of the previous iteration in 2018. Unlike all the company’s prior electric offerings, which were connected via proprietary wiring called eTube, the new XTR is 99 percent wireless. (The sole exception is the e-bike-specific 9260 rear derailleur, which gets wired to the bike battery for a constant power source). With that exception, the rear derailleur is powered by an onboard rechargeable battery, and the shifter runs off a watch battery. The new paddle also has multiple shift modes, including single shift, click-through double shift, and a super-fast hold-down multi-shift for the ability to dump gears quickly.

In addition to the wireless functionality, Shimano’s other big talking point is the low-profile nature of the setup. That seems like a direct retort to SRAM Transmission, which is often critiqued for the large, blocky size of the derailleur and the high overall system weight. At 390 grams, the XTR 9250 rear derailleur weighs 15 percent less than its XX Eagle AXS counterpart, though the more noticeable difference is how slight and tucked away the Shimano part is comparatively. Unlike the SRAM battery, which protrudes from the derailleur and can occasionally get knocked off, Shimano has concealed its battery high and inside the device, where there’s no chance of it ever coming free or getting lost.

Shimano also redesigned the derailleur’s chain-retention properties, with a dual-spring setup that replaces the old clutch design to increase tension and prevent chain drops. There’s also an impact recovery function that enables the derailleur to automatically reset in the event of rock strike or other shock, so there’s no need for reprogramming or recalibration.

In short, Shimano claims that XTR 9200 is lighter, faster, trimmer, easier to set up, and more durable than its previous iteration and, implicitly, than its direct competition, SRAM Transmission. Of course, the company was always going to claim as much, so we were thrilled to get our hands on the gear early to see for ourselves.

For the first ride, Thunder Mountain owner, Mike Raney, pedaled Shimano’s test sled equipped with the new drivetrain and brakes from the shop up Schnebly Hill and onto Hangover, one of Sedona’s most iconic and challenging trails. “The narrow, tight obstacles, abrupt climbs, and steep, committing descents seemed like the ultimate testing grounds,” Raney explains.

Raney’s first and most immediate impression was how trim, adjustable, and familiar the new shifter is. “Unlike Transmission, there are two distinct paddles, and it feels basically just like the old mechanical gear,” he says. The diminutive shape and size, and neat, tidy ISPEC mounting system made setup and ergonomics easy.

But most importantly, the shifter feel is light but positive, quick but certain. “It has a really nice, tactile feel, and with the two shifters there’s no mushy uncertainty,” Raney explains.

Whereas Transmission is slow and chunky by design—that system basically waits for the optimal cassette and chain alignment to ensure certain shifts—the new XTR is immediate and felt almost too quick out of the box. “It’s really nice you can use the app to make the shift feel any way you want, faster, slower, more gears in shift or fewer, and you can basically program the buttons to do whatever you prefer them to do.”

Shift feel and quality are probably the number one upgrade of this system. Raney also noted that the trim derailleur size is notable. “Hangover is tight and narrow, and I’ve smashed many a SRAM derailleur on the rocks up there before,” he says. “I didn’t even touch this one. It is significantly smaller and sticks out a lot less. And the battery placement in the derailleur itself looks a lot less likely to get to fall out or get damaged.”

The new brakes were also impressive. They come in three models: a lightweight, two-piston XC version, a powerful, four-piston Trail/Enduro version (which our bike was equipped with), and a two-piston version between those two that promises both lightweight and muscular stopping power. “These are the most powerful and smooth brakes I’ve ever ridden, much more than the previous XTRs,” says Raney. “The fact that I could dive into the steep, committing slopes and drops on Hangover on them and feel totally comfortable says it all.”

One niggle is that these take a different mineral oil than previous Shimano brakes, which means more to stock for the shop. But such is the price for improved performance.

Finally, the new gear just looks good. “They did a great job with the design,” Raney says. “The crank is clean and modern-looking. Sometimes Shimano can be a bit conservative, but this stuff will look great on today’s bikes.”

Now for the (not entirely unexpected) bad news: XTR 9200 is pricey. The derailleur will set you back $665, which is basically on a par with the top-shelf AXS model at $650. Meanwhile, a complete drivetrain will go for $2,030, which is between 5 and 10 percent less than Transmission, depending on the configuration. All to say, XTR is a premium purchase but certainly competitive, especially given the performance benefits.

But even as good as the XTR 9200 feels, we still can’t say it was completely worth the wait. It’s great to have another option, and we’re impressed. But had this top-end gear come sooner, it would have simply meant the inevitable trickle down to XT and SLX, which is the gear that most average riders will end up purchasing, would also arrive more quickly.

We’re stoked on the new XTR and will be for sure building up our bikes with it in the months to come. At the same time, we can’t wait to see more affordable versions down the line. With that said, it’s good to see Shimano back in the game.

by Aaron Gulley Aaron has been writing about cycling, travel, and the outdoors and reviewing gear for the likes of Outside, Bicycling, Velonews, and others for over two decades.