Shimano M9220 Brakes Review: Big Changes to XTR Brakes

By Neil

PUBLISHED Jun 4, 2025

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On the heels of the new wireless Shimano XTR drivetrain, the brand also unveiled the latest generation of their flagship brakes: the XTR M9220 series. And while they may look familiar at a glance, there are quite a few meaningful updates packed into this release, from refined ergonomics and heat management improvements to subtle tweaks aimed at enhancing control and feel on long descents.

We’ve been putting the all-new Shimano M9220 brakes through their paces on technical trails and loaded bikepacking routes ahead of today’s official launch. In this review, we break down what’s changed, how they compare to previous generations, and whether Shimano managed to push their top-tier stoppers to an even higher level. Watch the video review and scroll down for photos, details, and pros and cons.

Shimano launched the XTR group in 1991 as its top-tier mountain bike lineup, with early versions using cantilevers and later V-brakes. In the early 2000s, the M965 series introduced hydraulic disc brakes featuring Servo-Wave technology and radial master cylinders. Subsequent generations, such as the M985, added innovations like Ice-Tech rotors and finned pads to improve heat management. Over time, features like tool-free lever adjustment and I-Spec integration were introduced, offering more flexibility and cleaner cockpit setups.

By the M9000 series, Shimano focused on refining lever feel, heat control, and overall braking modulation. In 2018, the M9100 generation brought a more defined split between Race and Enduro setups—Race models used lightweight 2-piston calipers, and the Enduro M9120 version offered more powerful 4-piston calipers. Both continued to carry Ice-Tech cooling, updated Servo-Wave tech, and other refinements to balance power, weight, and control across different riding styles.

Shimano brakes have long been a reliable and confidence-inspiring platform for me, whether bikepacking or just out for a trail ride. They’ve always delivered the bite and consistency I look for. But do the new XTR M9220 brakes carry the same feel? And why choose hydraulic in the first place?

Why Hydraulic brakes?

I did a video on hydraulic vs. mechanical brakes a while back, and it mostly comes down to personal preference and what feels better for the type of riding you’re doing. A lot of the time, mechanical brakes do the trick for me. But I tend to lean toward a hydraulic setup if I’m riding a little faster or harder. Hydraulic brakes just work more in your favor; they take less effort to stop, feel more consistent, and automatically adjust for pad wear. That said, they do require the occasional bleed, and a failure means maybe walking to a bike shop. Mechanical brakes are generally easier to service at home or in the backcountry, though they’re not totally headache-free.

Overall, if I’m carrying a heavy load on singletrack or riding steep terrain, I prefer hydraulic. But that’s not to say I haven’t gotten by just fine with a mechanical setup on longer trips. Both work, but hydraulic is easier on my hands.

New Feelings

So, what’s new? Well, the new XTR 9220 brakes have a noticeably different look right out of the gate. Like many brands these days, Shimano went with a sleeker routing that keeps the brake line more parallel to the handlebar. It looks cleaner, and it also helps with internal routing, which is especially useful for bikes that are going full stealth. As a bonus, it makes more room for bags and helps nudge you toward running your brake line behind your handlebar setup, which is nice.

Side by side with the older M9120 and the new XTR M9220, the new one looks more robust. That’s a theme with this generation of XTR; everything seems to have gotten a bit burlier. The lever body is slightly larger, and there’s a new reach adjust dial that has a great feeling, making micro-adjustments feel more precise. The lever blade itself is similar in length, but Shimano introduced what they’re calling Ergo-Flow Technology. The pivot point of the lever is moved 5mm closer to the bar, and there’s a new upsweep angle—about five degrees—which helps the lever track more naturally with your finger’s movement.

This was something I noticed right away. Brakes aren’t usually a problem until you hit a long, sustained descent—something like a couple thousand feet where your hands start to fatigue or cramp up. I have distinct memories of this feeling on both the Arizona and Colorado Trails—brakes that once felt fine start working against you because of the consistent pressure your finger needs to use to engage the brake. But this new lever position really does help. I felt more control, better modulation, and less hand fatigue, especially on long descents with a loaded rig. Still, my hands felt some fatigue after a 3,000-foot descent, but they were noticeably more comfortable for longer.

Some of that performance might also come down to the new mineral oil Shimano is using. It’s called Low Viscosity Oil. I’m not thrilled about having to stock two oils for one brand, although I assume this will trickle down to all new Shimano brakes eventually. It seems to be the trend now—SRAM even went mineral for some brakes. This new oil isn’t backward compatible, as the system also comes with new seals to accommodate the new oil, so it’s a new standard whether we like it or not. The idea was to create an oil that performs more consistently across temperature swings—hot descents, cold mornings—all while trying to keep the same bite point through those temperatures.

After using this setup on a fully loaded rig last week, heavier than what I usually run, I was impressed. I was testing the four-piston enduro version, and I’m glad I did. The two-piston XC version might’ve worked, but for bikepacking or any situation where stopping power is more important than weight, the new setup felt solid.

A few other small things: Shimano addressed brake pad rattle with a wider back plate and an ovalized hole for the pin pad, simply to create a tighter tolerance. That said, I have a noticeable squeaking in the rear brake caliper, and I believe it’s from grime getting stuck in that ovalized hole area. I can clean it off, and it goes away for a bit, but it has come back after traveling through stream crossings or muddy sections of trail.

Finally, while the pads are new, the rotors are the same Ice-Tech models Shimano launched a couple of years back. They mentioned the cooling properties are still very relevant, although If you have heat reduction rotors, the fin pads don’t really add much cooling.

Bleeding The Shimano M9220 Brakes

You might be asking, “Okay, so there’s new oil… does that mean a new bleeding technique?” Not really. The main difference is the location of the bleed port on the caliper. After removing the pads and inserting the spacer, I noticed a small rubber cover in the middle of the caliper that gives you access to the port, and on the other side, you use a 3mm to open it. This update makes it easier to open and close the bleed port with the 3mm Allen because it’s separate from where the syringe hooks up. This new port is new to MTB but carries over from the newer flat mount calipers of 12-speed Di2 Dura-Ace, Ultegra, and GRX.

The two main bleeding methods are still the same: the gravity method, which is great for a full oil swap, and the syringe method, typically used to remove air bubbles. One of the things I like about the Shimano system is how little maintenance I’ve had to do in the past. Most of the time, I just use the gravity method. It keeps the grime down near the caliper and out of the brake line. That said, if the line is new or I need to make a small adjustment, I’ll use a syringe. When I swapped the brakes over to the Gila Monster pictured here, I had to trim the rear line, and I used the syringe method, which worked great. The only real difference from previous Shimano brakes is just the bleed port location, how you access it, and the oil used. Otherwise, it’s the same process. There are plenty of solid tutorials online for folks who are curious.

• Model Tested: Shimano M9220 Brakes (XTR)
• Actual Weight: 307 grams (front) / 327 grams (rear)
• Place of Manufacture: Japan
• Price: $670
• Manufacturer’s Details: Shimano