We tested the Classified Powershift on the 3T Strada

Throughout the evolution in the world of bicycles, we have seen numerous innovations that, over time, end up being relegated to oblivion, either due to their complexity, weight, or questionable usefulness. But with the Classified Powershift internal shifting system, we are faced with a product that brings real benefits and has enough simplicity and lightness to eventually have some relevance in the world of cycling in general.

We have been testing it for a season in its road version and here we share our experience.

Classified Powershift: two internal speeds in the hub and goodbye to the derailleur forever

As simple as that. The Classified Powershift system replaces the function of having two chainrings, with their corresponding derailleur, with an internal reduction in the rear hub, so we can convert any bike to a single chainring, with the advantages that this entails in terms of simplicity and reliability, while still maintaining the same range of gears.

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For many years now, there have been hubs with internal gears, and even with multiple gears to completely replace conventional transmissions, but these have always suffered from excessive weight and reduced efficiency due to internal friction, being therefore almost always relegated to urban bikes.

But Classified's approach is something simpler. Only two speeds in the hub, so they have achieved a very competitive weight and an efficiency close to 100%. Additionally, it works electronically and wirelessly, avoiding complex installations.

The system consists of the hub itself, which can be divided into the body itself, where the spokes are anchored, and the internal system, where the planetary gears for the reduction are located. Also part of the system is the thru-axle, which plays an essential role, as we will see later, and the remote unit that goes on the handlebar, with its button. Additionally, the cassette is also specific and is offered in combinations of 11, 12, and 13 speeds and different tooth options.

As we mentioned, the system works wirelessly.

On the handlebar, we find the control unit that has a 1632 battery, with an approximate duration of one year. This unit is installed at the end of the handlebar and is connected to a small button that is placed near the brake lever, in a comfortable position to use, whether with hands on the levers themselves or on the lower part of the handlebar.

The signal emitted by the control unit is received by the thru-axle, which is another vital part of the system. In the thru-axle lever, we find a micro USB connection to charge its internal battery, which offers a duration of about 4 months or about 10,000 shifts.

The axle is responsible for transmitting the shift signal to the internal system, but the curious thing is that it does so through contactless induction and without the gear system itself having any type of battery.

The shift speed is 150 milliseconds and can be done in any circumstance, without the need to pedal at the time of the shift, or while pedaling at full power, as the shift will occur even supporting up to 1000 Watts of power on the cranks.

The two positions that the hub has are equivalent to what we would get if we were using a conventional double chainring transmission. One of these positions cancels the reduction and makes the hub work as if it were a traditional one. This would be the position equivalent to having a large chainring, like the one on the bike, in our case of 50 teeth.

If we press the button and make a shift in the system, the hub switches to a reduction of approximately 0.7, that is, the wheel will turn slightly slower than the cassette, simulating the use of a small chainring. The equivalence if we use a 50-tooth chainring would be that of a virtual small chainring of 34.

Classified provides a table of equivalences based on the chainring we mount, and we can see that almost all combinations are equivalent to what we usually find in double chainring bikes.

Several options to mount the Classified Powershift

We can choose to purchase the system separately, which would include the complete rear hub, the thru-axle (offered in different versions to adapt to any frame), the cassette, and the remote unit with the button.

There is also the possibility of purchasing a complete set of wheels from the brand itself or even from other manufacturers that offer wheels with the Powershift.

And finally, there is the option to buy a bike that includes the system in its assembly, like our test bike.

Regarding compatibilities, Classified states that the system is compatible with Shimano or Sram groups of 11 or 12 speeds, as well as with Campagnolo of 11 and 13 speeds. The compatible chain references of each brand are also offered, although, curiously, our bike came with a Sram Eagle MTB chain, despite the Sram Force chain being among the compatible ones.

One of the possible doubts when considering the installation of the Powershift system may be the durability or necessary maintenance. Well, Classified indicates that the system is completely maintenance-free, and its estimated lifespan will far exceed that of any bike. The bearings can be replaced, as in any hub.

Classified Powershift barely penalizes the total weight of the bike

Although it largely depends on the specific components it is compared with, we can say that the total weight remains similar to a standard high-end double chainring assembly.

We have been able to weigh almost the entire system on our own scale:

• The internal hub system, where both the planetary gears, bearings, and freewheel system are located, gave us a figure of 507 grams.
• The cassette of our test unit was an 11-32 12-speed and weighed 188 grams, and the thru-axle 74 grams.
• The handlebar remote unit announces a weight of 14 grams, and although we have not disassembled it, we do not believe it varies significantly.

The only thing we have not been able to weigh, nor have found the data for, is the external body of the hub, as we had the wheel mounted, but it is a fairly lightweight aluminum piece with a sleek appearance.

According to our calculations, compared to a setup with Sram Force and DT 240s hub, the bike would gain a little over 100 grams in weight. In any case, this is a minor difference considering the advantages that the system can offer.

We test the Powershift on a 3T Strada

For our tests with the Classified Powershift, we had at our disposal for a few months a quite special bike model. The iconic Italian brand 3T offers a setup of its Strada model with the Classified Powershift as standard.

It is a model with a clear aero orientation that, in its assembly, in addition to the brand's own components, which are a reference in the cycling world, opts for a Sram group, combining Red and Force, and the Powershift, which is accompanied by the complete set of Classified wheels, with 50mm carbon profile rims.

At first glance, the bike stands out for its aerodynamic shapes and the presence of a single chainring, which is the first thing that catches the eye. In fact, if we do not know beforehand about the Powershift system, it is difficult to perceive that the bike hides something else. There is only a slightly bulkier rear hub than usual on the road and a tiny button on the handlebar that goes unnoticed. The truth is that the Powershift enhances the bike's aesthetics, giving it a more integrated appearance.

The first thing that caught our attention on the first day is that, until we start pedaling, we cannot know in which position or "virtual chainring," to call it somehow, the system is. We have to start pedaling to perceive the cadence and thus know in which mode we are. This is unless we pair the Powershift with our GPS (it has ANT+ connectivity), so this way we can have on the screen, both the selected gear and the system's battery level.

Once in motion, the first thing to highlight is that there are no "forbidden" gears. The chain is never crossed and all rear cogs are equally usable in any position we have the Powershift in.

We start using the reduction and notice a slight sound in this position, in any case less than what the chain usually emits when we cross it significantly in a double chainring combination.

Regarding internal friction or lack of efficiency, we do not notice anything at all. The bike accelerates and moves with great agility.

The efficiency figure that Classified provides in this combination is 99.2%. A loss as slight as that obtained in any transmission due to the slightest chain crossing.

Switching to the other position of the Powershift, the ratio is 1:1 and the hub works as if it were any other. There is no sound here. This detail is accentuated by a chain that operates in non-forced positions. Additionally, our test bike has turned out to be, as a whole, a really quiet bike, and it was a pleasure to ride on well-maintained roads only hearing the sound of the wind.

This effect of a quiet bike is further accentuated by the fact that the hub also emits hardly any noise when coasting, although we know that not everyone likes a silent hub.

Maximum precision and goodbye to chain drops forever

The operation of the virtual chainring shift is absolutely silent, in fact, if we shift without pedaling (which is possible with the Powershift), we do not notice anything until we move the cranks again and realize that our cadence has changed.

If we do the opposite and shift while pedaling hard, even standing, it is also 100% silent, and the shift is carried out with absolute precision.

The fact that the shift is so silent makes the only drawback we have found in the system penalize a little more. It is nothing other than the lack of sharpness offered by the button.

There is no click that makes us perceive that it has been pressed correctly, and the feel does not offer us a very clear sensation either. This has caused us to make a false press a few times, without the shift occurring, especially in the first few days. Once we got used to it, there was no problem, but we have to be aware of pressing it correctly.

Initially, given the reliability and speed of the shift, we thought we would use the Powershift shift much more than we normally shift chainrings in a conventional transmission where, to be honest, if we can avoid a chainring shift, we do, even if it is slightly slower. But after getting used to the Powershift, a lower need for constant shifts becomes quite evident since all cogs are usable in each combination. There is no problem in riding with the smallest or largest cog, and only if we reach the limit is the virtual chainring shift necessary.

Regarding the precision of the rear cog shift (bearing in mind that the cassette is specific to Classified), we have been pleasantly surprised. We could expect the precision and smoothness of the shift to be somewhat lower compared to a complete Sram setup, but the truth is that we have not noticed the slightest imprecision, and the shift is quite silent.

As we have already mentioned, on our test bike we had the complete Classified wheelset, specifically the R50 model, with tubeless ready carbon rims with 50mm profile. The appearance of these is very well cared for and the level of finish is very good.

In our tests the wheels behaved as expected from a high-end wheelset, offering outstanding stiffness and tracking precision and contributing to the excellent handling of the 3T Strada.

Final conclusions

The big question we ask ourselves when it comes to this type of innovative components developed by brands that are not the main players in the market is whether this product is coming to have a considerable relevance in the market and will definitely establish itself or whether it will end up being diluted. In our opinion, the Classified Powershift has all the arguments to convince a large majority of users, and this is in the end the most important thing.

It can also, of course, have its place at the highest level of competition, as has already been demonstrated recently on the bikes of professionals such as Victor Campenaerts.

The biggest obstacle we see is the price, as it is not a cheap component. Otherwise, despite having a specific cassette, which some users may be reluctant to use, it has shown impeccable performance. The only thing that we would like to see improved in the future is the sharpness of the remote control.

A real possibility to take into account if we use this system is that we can use the Powershift on different wheels and thus, for example, share it on a road bike and a gravel bike. The change from one wheel to the other is done in one or two minutes (we have tested it).

In short, after many kilometers with the Classified Powershift, it has convinced us 100%. Forgetting about the derailleur and chain crossings means that we can focus more on what's important, whether it's riding with the group or the highest level of competition.