With SRAM taking the baton and disappearing down the road, AXS T-Type kit in hand, the dust seemed to have settled after the wireless drivetrain arms race. That is, until now. Today, Shimano has re-entered the game with a new XTR Di2 drivetrain, and unlike Di2 options of old, there's not a wire to be seen. Not only is there new shifting, but the brand has also updated its brakes and brought fresh hoops to the market. Here's everything we know.

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Di2 finally means wireless

Up until now, while electronic, Di2 wasn't technically a wireless drivetrain as it used cables that joined the mech and shifter to a junction box and battery that did all of the thinking. However, the benefit was still present as there weren't cables and housings to wear out.

Now, Di2 is back in the form of Shimano's new XTR M9200 Di2 range that promises fast shifting and increased durability across each component. To start with the derailleur, it's Shimano's first fully wireless Di2 option. Shimano says that it features a low profile design, achieved through a 'wedge shape' that minimises the front-facing surface area of the mech, which then reduces any faces that could catch on trail obstacles.

2025 shimano xtr mech.jpg, by Liam Mercer

If it does get knocked on a rock or similar, the derailleur is built with an Automatic Impact Recovery function that allows it to absorb impacts and reset to the correct position. Additionally, thanks to a wide and heavily braced linkage, it's said to be stronger. The battery is then well protected as it's tucked inside the derailleur while being easily removed for charging.

Complete with Shimano's Shadow ES tech, the derailleur is said to come with new tech that stabilises the chain. That's achieved via a dual spring design that results in more chain tension for better chain wrap around the chainring and a boost in chain retention.

If you're riding an e-MTB, Shimano also offers the M9250 rear derailleur that hard wires into an e-bike's battery. The e-MTB derailleur is available in 12 and 11-speed options, whereas the regular mech comes in long and mid-length cages for 10-51t cassettes and 9-45t cassettes, respectively.

That does mean that there are two cassette options, both of which get Hyperglide+ profiles and are designed to fit Microspline freehub bodies.

2025 shimano xtr crank.jpg, by Liam Mercer

With the new drivetrain comes two new cranksets, one built for trail and enduro, the other built for cross-country. The former comes in 160, 165, 170, and 175mm lengths, is built for durability, and it uses an enduro-specific spindle that's said to be stiffer for better power transfer and impact resistance. It uses Shimano's Hollowtech II construction, to,o with a 176mm Q-Factor.

The FC-M9200 cross-country crank comes in 165, 170, and 175mm lengths and again, uses Hollowtech II construction. This one uses a narrower 168mm Q-Factor. Both cranks offer a 5mm chainline.

XTR Di2 stands for ergonomics and power

Moving to the cockpit, and of course, there's a new wireless shifter. Unlike SRAM's POD shifters, Shimano's snappily-named SW-M9250R - Di2 Shifter Switch takes a much more familiar form, using two levers, much like you would see on a regular shifter.

2025 shimano xtr shifter.jpg, by Liam Mercer

It promises multiple shift modes, allowing the user to hold the button down for multiple shifts, a 'click-through' double shift, or a locked-out single shift. The paddles are also four-way adjustable to achieve the best ergonomics. 

Additionally, there's a third button that can be used to toggle a range of functions, whether that's controlling the Free Shift and Auto Shift functions. It then comes in I-Spec EV and clamp band options.

As for the new brakes, they look rather different from what we've seen from the brand before, and as with the crank, there are trail/enduro and XC options. 

First off, the BL-M9220 Enduro/Trail Brake Lever sits closer to the bar. It then uses a new Servo Wave track, which is said to ramp up power smoothly but quickly, while being tuned specifically for trail and enduro use. The new Ergo Flow lever design ensures a consistent rebound speed, regardless of the temperature, says Shimano. That's partially thanks to a new mineral oil that's lower in viscosity, that's been chosen as it works in a wider temperature range, we're told.

2025 shimano xtr brake lever.jpg, by Liam Mercer

The alloy lever blade welcomes a new shape, too. The pivot point sits closer to the bar, and it's upswept for what Shimano says is a natural braking motion. Its reach adjustment is tool-free.

Moving onto the BR-M9220 - Enduro / Trail Brake Caliper, it's a four-piston design, and Shimano claims to have solved its characteristic pad rattle with a new rattle-free finned pad design. It's a one-piece caliper, too, in a bid to boost rigidity while reducing weight.

2025 shimano xtr caliper.jpg, by Liam Mercer

The BL-M9200 - XC Brake Lever looks much more like what we're used to from Shimano. Compared to the trail/enduro brake, it uses a lighter construction with a carbon lever blade and magnesium master cylinder. It's then hooked up to a two-piston caliper and uses the same low-viscosity brake fluid. The brake lever forgoes tool-free reach adjust.

Fresh wheels and hubs also enter the fray

2025 shimano xtr wheel.jpg, by Liam Mercer

What's a new Shimano drivetrain release without new wheels? As a running theme throughout the brand's heft of new kit, there's an enduro/trail wheelset and an XC variant in the new range. The former is a 29-inch wheelset with 30mm internal rim widths and 28 stainless steel spokes on each wheel. It promises a 3.5-degree engagement angle and, you've guessed it, uses a Micro Spline freehub and Centerlock rotor mount.

The XC wheels use many of the same bits and bobs, but get a narrower 29.6mm internal width and 24 titanium spokes.

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