2013 Shimano SLX Groupset

Okay, so I’m the editor here and I get to decide who reviews what. When it came time to check out the 2013 SLX groupset, I had to find a contributor who was able put some time on all of the new bits. At the time everyone was busy with test bikes, so it came down to me. My hardtail is SRAM equipped and I was testing their new Type 2 derailleur, so the SLX was destined for my XTR equipped dually. Now I don’t want to sound snobbish, but I like XTR and the thought of stripping my bike down to rebuild it with the mid-range SLX parts didn’t fill me with excitement!

While I run a 2x10 drivetrain on my hardtail, I like having a triple chainring set-up on the dually—I find it better for the more technically demanding trails where I’m likely to be riding that particular bike. Still, I’ve been curious about running a lower geared, more trail oriented 2x10 set-up for some time. As it happens, 2x10 and a broad choice in chainring sizes is one of the drawcards for 2013 SLX. Using the opportunity to try some lower geared 2x10 as my bait, I peeled the shiny XTR off and got the test underway…

The current generation of XTR was launched in 2010/11 and since then the features have filtered down to the more affordable XT and SLX groups. As of 2013, SLX has gained just about every option and feature from XTR, just with a lower quality finish, more affordable materials and some less-involved manufacturing techniques.

As of 2012, SLX had already gained the new-style XTR inspired brakes. For 2013 all of the remaining parts cop a visual rework to signal the update. With the new parts mounted to my bike I was far from disappointed. The contrasting black and polished silver ‘X’ in the cranks and rear derailleur echoes XTR styling and at a glance, I’d say that it looks sharper than XT in its appearance. The only aesthetic let-down in my mind is the pressed alloy big chainring, which clearly signals its more cost-sensitive construction. My initial reluctance had turned around and I really liked the look of my SLX equipped ride.

Cranks

The double chainring option is one of the big-news items for 2013 SLX. In addition to the 24/32/42 triple (which also gets the updated styling), the double-specific crank will come in 28/40, 26/38 and an all-new 24/38 option. Some may remember that Shimano used to offer SLX in a trail oriented 22/36/bashguard double but it didn’t carry over when they made the move to 10-speed.

Lower ratio double chainrings are appealing to 29er riders as well as 26-inch trail bike riders who want gearing to get up steep hills—pop me into the latter category thanks! Like the current XT double crank, the 2x spider runs a common four-arm 104/64 bolt circle. While this sizing is the same as the triple cranks, the profile is double-specific with no room for a bashguard. Go with the triple ring cranks if you want to run a two-ring with bashguard set-up.

On the scales our 24/38 cranks weighed 837g including the bottom bracket. The older triple ring SLX cranks came in at 887g so don’t expect massive weight savings with a double—it’s more about choosing the gear format that suits your trails. Compared to a 28/40 XT crankset, SLX version only adds 10g. Aesthetically I prefer the SLX arms and spider, so XT really only wins out with its better quality chainrings with their machined teeth and shift ramps.

Derailleurs

SLX front derailleurs now come in either double or triple specific versions with the cage profiles tailored to suit. Further to that, each type will now cater for all of the new current frame mounting systems; E-type and direct mount as well as the traditional high and low clamp versions. The cage profile has been tweaked to shift better on suspension bikes (where the chain position varies throughout the travel) and the cable mounting point has been modified to provide better tyre clearance for 29ers.

‘Shadow Plus’ now features on the rear derailleur to better control chain bounce over rough terrain. First released on XTR, this system will be offered as an option on XT and SLX for 2013. It applies friction when the cage is pulled forward but not when it springs back. It has a small switch that disables the internal friction band. Like the XTR version, there’s a small switch that disengages the clutch—when switched off, wheel removal is no different to a standard Shimano derailleur. Shadow Plus incurs a 30g weight penalty and adds $30 to the price (around $140 versus $110 in the case of SLX).

Internally there are differences between the SLX and XTR Shadow Plus variants. Both have a friction adjustment that lets you compensate for wear and alter the shifting feel. With XTR the tool required to adjust the tiny bolt is integrated into the derailleur. This is not the case with SLX and you’ll need to buy the Shimano tool or improvise, but be warned, the head of the bolt is extremely small and a little hard to get to. When you consider that an SLX derailleur is about one-third of the price of XTR, this minor inconvenience is very easy to live with!

The 2013 rear derailleurs (SLX, XT and XTR) are all compatible with the new ‘direct mount’ frame fitting that some manufacturers will be offering. Where replaceable derailleur hangers are used, frame makers may even offer direct mount upgrades for their older frames. In any case, direct mount is an optional mounting system and the SLX derailleur comes ready to bolt straight to any standard frame. Direct mount simply eliminates the short upper link, to create a stiffer derailleur while simultaneously forming a wider opening for the rear axle to make wheel mounting easier. It sounds like a good idea to me and I’ll definitely check it out once a direct mount hanger is available for my frame.

Rapid Fire Triggers

SLX triggers now have a mode switch on the left side that allows you to swap between double and triple chainring formats. The switch itself varies from the XT and XTR type and I found the newer SLX version easier to use (take note that you need to have the lever in the middle or large ring position when swapping modes). You can choose to run them with the supplied gear display or remove them for a tidier look. For 2013 you can get an even cleaner look by using the optional i-Spec mounts, which fit directly to the new generation Shimano brake levers.

Brakes

The brakes were updated in 2012 and remain predominantly unchanged—a good thing as they are just as powerful as XT and XTR Trail. The only real difference is in the spec options for the bike brands. When buying aftermarket, you used to be able to choose the finned pads and three-layer steel/alloy/steel Ice Tech rotors but OEM buyers were limited to the standard version. For 2013 the bike companies will be offered the Ice Tech option from the outset, so you’ll be more likely to see the distinctive finned pads on new bikes.

Mid-Priced Marauder

While the new aesthetics had me feeling pretty content, the on-trail performance left me in no doubt; in today’s market, the mid-priced bike buyer is an out-and-out winner! I didn’t miss the performance of my XTR parts—not for a minute. Sure, XTR is lighter but the difference isn’t all that big and a nice riding frame and/or good suspension will make a far bigger difference to your ride experience. XTR looks pretty bling with its highly polished finish, but that soon becomes insignificant once you’re covered in mud. The higher quality materials used in the more upmarket parts will improve durability but I don’t think this argument holds water when you consider that many XTR parts cost more than twice as much. XTR won’t last two to three times longer and you are just as likely to rip a derailleur off with a stick in either case ($140 is far easier to swallow than $389 when that happens). So what’s XTR got going for it? Well unless you’re a real weight weenie or an elite level racer XTR only buys you ‘trail cred’.

Refined Performance

Shifting with the new SLX triggers felt light and slightly snappier than the existing 10-speed version. Even though the rear derailleur’s Shadow Plus friction damper was very tight, the shift lever feel remained light. I didn’t fit new gear outer gear housing with the SLX group, so this light feel with such a tightly restrained derailleur spring is even more impressive.

Chain slap was close to non-existent. In a side-by-side comparison with my used XTR Shadow Plus derailleur, the cage friction was noticeably more pronounced on the 2013 SLX. While part of this would be due to wear in my 12-month-old derailleur, I wouldn’t be surprised if Shimano has ramped up the effectiveness of the friction damper, as the difference was quite distinct. In any case, the adjustable design of the friction damper lets you tune the feel, and the tight set-up on the review derailleur didn’t adversely affect the SLX trigger action.

Up front, the wider 14-tooth gap in chainring sizes departs from Shimano’s Dyna-Sys drivechain philosophy. The larger jump between chainrings should compromise shifting performance but it was on par or maybe even better than other Shimano 2x10 set-ups that I’ve ridden. Shifting from the big ring to small was smooth under high pedalling loads and I never dropped the chain. Going from the small to big ring was also very good, although I still feel that SRAM still has a slight edge in front derailleur shifting speed on their 2x10 system. That said, Shimano’s front shifting feels ‘kinder’ and less likely to force the chain when you really should just back off on the pedal power a touch.

For trail use the 24/38 worked pretty well but you need to be strong enough to pedal the 38-tooth chainring on the majority of your trails. The big ring seems to become the default setting when using a 2x10 drivetrain, and with a 24-tooth inner chainring, you’ll quickly run out of gears on flatter terrain. Obviously the 26/38 chainring option provides a more usable small ring but you then compromise the lowest gear for those steep and long granny gear grinds. The clean and simple look of 2x10 is attractive, and the improved chainline range is nice, but the good old triple still gets you the 32-cog.

For me the 32-cog is what makes a triple so good. It handles 90% of my trails with a good chainline and no need to even touch the front derailleur. Yet I still have a big ring and a granny at my disposal for road slogs or epic climbs. I find that a double forces me to shift more on the front, as the chainrings tend to be a bit on the big side or too small. In the end the choice between 2x10 and 3x10 will always be an individual matter based on your fitness level and the steepness of the terrain in your area. At least Shimano leaves the options completely open with the SLX group and you’ll find a drivechain format that suits your needs.

As you can tell, I’ve come

away with a very positive impression of the new SLX. It’s not that I haven’t encountered this level of performance before; it’s more that it highlighted how little you lose with the more affordable parts. And now, with the new 2x10 and Shadow Plus options, as well as a few other refinements, 2013 SLX sits even closer to the upper-end groups. I’m sure my XTR bits will find their way back onto my trail bike but if I was laying down the cash again, I’d be going with SLX for sure!

Shimano Australia 1300 731 077 / www.shimano.com