FAQ

1. Is your chainring specific for 1x drivetrains?

1x chainrings have a narrow-wide tooth pattern that fits the narrow and wider links on a chain. Using a chainring made for shifting will greatly increase your chances of dropping a chain.

2. Is your chain in good condition?

Generally, you should replace your chain when the wear is close to or over 0.5- 0.75%. A chain that is worn too far will not sit on the chainring correctly. To read more about chain wear and how to measure it, we kindly refer to this article.

3. Is the length of your chain correct?

If your chain is not shortened to the correct length when installing, it could be too loose and not be held up to the correct tension over the chainring. Refer to the manual of your derailleur for the correct chain length. Since the Classified system is based on one chainring, you will need to apply the chain length for a 1x system.

4. Does your rear derailleur have a clutch mechanism/Is your derailleur clutch switched on?

A clutch is a mechanism in a rear derailleur that pulls the bottom section of chain between the derailleur and chainring taught. If your derailleur doesn’t have a clutch, we strongly suggest you upgrade to a model that does or mount a chain guide for additional security. On clutch-equipped SRAM rear derailleurs the clutch is always activated. On Shimano rear derailleurs you have to activate them by flipping the Stabilizer switch upward.

5. Is the tension on the B-screw correct?

The B-screw adjusts the distance between the top derailleur pulley wheel and the cassette. If this distance is too small, and the chain is at the correct length, the tension on the chain can be too low. Please refer to the manual of your rear derailleur to determine the correct distance between pulley and cassette.

6. Is your chain line correct?

In extreme cases it could be that the chainring isn’t mounted at the correct chain line. Chain line is directly linked to the design of your frame and the components mounted to it. In general, if you look at your drivetrain from the rear and the chainring only lines up with the largest or the smallest sprocket of your cassette, you might have an issue. In that case the chain will be pulling to one side in almost every gear, causing extreme cross-chaining angles. If you think this might be an issue, we suggest you take your bike to one of our competent Classified Dealers and take a deeper look at the cause of this chain line.

For specific use and to offer the highest level of security, for instance when using on very rough terrain or in racing situations, we advise to use a chain guide.

If these suggestions don’t solve your chaindrop issues, we also recommend to install a chain guide on your chainring. Out of the guides that we’ve tested with our system, we have had the best experiences with the K-Edge Chain Guide.

The lateral play from is normal, and will also be gone once the hub is fixed in the frame with the thru-axle – it allows the bearings to ‘position’ themselves.

Tightening the thru axle secures the bearings and ensures they are seated/tensioned properly. This phenomenon can also be seen and is common in “singlespeed” hubs.

For long cage derailleurs, install the chain on front chainring and the largest cassette sprocket (without passing the chain through the derailleur) Measure the chain length needed as described in the groupset manual. Add 5-6 links so the last link is a narrow link.

For medium cage derailleurs*, install the chain on front chainring and the largest cassette sprocket (without passing the chain through the derailleur) Measure the chain length needed as described in the groupset manual. Add 3-4 links so the last link is a narrow link.

*for TRP medium cage derailleurs use the chain length as described in the groupset manual without adding extra links.

Yes! Classified hubs can be a great asset when climbing those steep hills with your bike fully loaded. If you're planning to ride for more than 3 months without going home, be sure to pack a micro USB charging cable so you can charge the Classified Thru Axle while sheltering from rain or checking in with your loved ones back home. You can be back on the road within an hour.

Yes, Classified uses a proprietary cassette for increased durability and lighter weight. We offer several options so you can optimise your drive train to suit your riding style.

By offering 2 gears in combination with a regular derailleur setup, we can offer both a wide range and small gear steps just like you're used to. But by removing the front derailleur you get the dependability and performance you've always wanted.

Our goal is to optimise the drivetrain for performance. This means efficiency, durability and intuitive functionality. We see chain-based drivetrains as a solid platform to achieve this, but we want to remove its weakest link, the front derailleur, as it lacks dependability. Classified offers a wide gear range combined with small gear steps, which was only possible previously using a front derailleur. This is why the Classified hub is operated just like a regular 2x-setup.

The gear ratio/set size of the Powershift hub (1:1 ratio in the virtual big gear, and 1:0.686 ratio in the virtual small gear) is also optimised for Powershifting.

Classified shifts faster than anything on the market.

The hub will shift within 0,15 seconds.

If you experience play on your Classified hub, contact us and we will get you back on your bike as soon as possible (see service & warranty terms).

Road/Gravel:

Here we offer the same cassette choices as other drivetrain providers (Shimano, SRAM etc.) with the same gearing range as a traditional 2x system. Combined with a 1x system, the Powershift hub extends the range of gears whilst minimizing the step size between gears and reducing extreme cross chaining, making the overall drivetrain more efficient.

MTB

Combining the Powershift Boost hub with our 11-40 cassette not only matches but improves the range of other larger cassette options on the market, when ridden with a traditional 1x system. However the Classified system reduces the average gear steps from 16% to 10.5%, hence why we developed the 11-40 cassette.

Running a tighter cassette also helps maintain a a straighter chainline and reduces extreme cross training, thereby making the system more efficient and more durable. This is why we have not developed a huge cassette like a 10-52.

Classified is very open to discussing cassette options and will always listen to feedback from riders.

Very efficient! More efficient than a 1x and 2x setup.

Compared to a 1x, less cross chaining is required, sprocket and chainring sizes are larger and thus chain tension, crank and hub bearing losses are lower. Compared to a 2x; the fact that the 0.7 ratio of the hub still uses the large chainring in front, results in 30% less chain tension and thus lower chain, crank and hub bearing losses.

On top of this you will experience that you will use the Classified hub much more frequent than a normal front derailleur, this means that in practice you will have less cross chain losses. The hub does not have any additional losses on in the 1:1 ratio, and is designed to have extremely low losses in the 0.7 ratio which are completely balanced out by the big chainring and straighter chainline by using a Classified setup.

The Classified hub has an operational lifespan exceeding the lifespan of a bicycle’s internal systems, and it requires no maintainance.

Bearings are subject to normal wear and can be replaced.

If for any reason you think your Classified product isn't performing as it did when it was new, contact us and we will get you back on two wheels as soon as possible. (See service & spare parts)

A Classified equipped bike has a similar weight to a bike with a traditional 2x electronic groupset equipped with a traditional reference hub (eg. DT Swiss 350). To be more concrete, a bike equipped with Classified and 1x GRX Di2 weighs the same (+-10g) as a bike with a traditional 2x11 GRX Di2 groupset and a DT Swiss 350 hub. The bike setup used by our initial partner: Classified in combination with a Rotor Aldhu 1x crank, is up to 70g lighter than the same bike with a traditional 2x11 GRX Di2 groupset and a DT Swiss 350 hub.

In general, the weight remains the same, but some differences can occur, both lighter and heavier, depending on the groupset you’re currently riding/comparing to. (i.e if you're running a Dura Ace electronic 2x11 groupset you will see a small increase in weight). However, the the total setup with Classified is always more efficient due to improved aerodynamics, less extreme cross chaining and reduced chain tension.

Powershift Boost Hub:

We have compared the total weight of the Classified system vs other popular systems with similar level wheelsets:

• Classified system weight (Wheelset Classified): 2127g
• Shimano XT system weight (Wheelset DT XRC1501): 2056g
• Shimano XTR system weight (Wheelset DT XRC1501): 1950g
• SRAM GX system weight (Wheelset DT XRC1501): 2035g
• SRAM XX1 system weight (Wheelset DT XRC1501): 1957g

Classified cassettes are machined from solid blocks of high grade tool hardened Chromoly-steel. This enables us to create lightweight cassettes with very high durability. Using a high-grade chain (see chain-compatibility section) will ensure you many kilometres of hard use.

Yes, Classified is unique as it can shift under load. You do not have to hold back, or stop pedaling to shift. It is designed to shift even under loads of up to 1000 watts. Futhermore, you can shift while coasting (and back pedaling). And even when standing still - the hub will complete the shift as soon as you start rolling. This all means faster, trouble-free shifting each time, over and over again.

Yes, there is a lock ring under the disc brake that keeps the wheel attached to the hub. This lock ring is compatible with a cassette lock ring tool. The hub and/or wheel can be swapped in as little as a few minutes. Please consult the manual for a detailed description of a hub swap procedure.

The 142mm Powershift hub and the 148mm Powershift boost hub are not interchangeable.

No, when designed properly, they can be highly efficient. We used our background in automotive transmission development to optimise tooth geometry, material selection and production methods with high performance, low weight and durability as the key design goals. On every aspect, we've gone the distance, as we know they all add up to make a huge difference. Our gearing is unlike any other on the market, you cannot feel it. Which is exactly what you want.

The hub has two speeds. In Direct Drive it is 1:1; meaning the cassette and hub have the same speed. In Under Drive it has a ratio of 0,686, which means that for each revolution on the cassette, the wheel rotates 0,686 revolutions. We call this 0.7. Under Drive effectively replaces the smaller chainring on a regular 2x-crankset.

In the 1 to 1 ratio there are 40 engagement points (9° engagement angle).

In the reduction gear – where the engagement angle matters most – we have an engagement angle close to 6° with 60 “virtual” engagement points.