Ridley Griffin RS with Classified PowerShift and Shimano Di2: An All-Road Bike Review

Introduction

The Ridley Griffin RS is an all-road bike built to be quick on tarmac and capable once the surface turns rough, and the build featured here pairs that frame with the Classified PowerShift two-speed hub, now fully integrated with Shimano Di2. That integration removes the clunky thumb shifter that earlier PowerShift systems required and replaces it with the ergonomics riders already expect from Shimano electronic shifting.

The result is virtual front shifting: two effective chainring ratios from a single chainring, with changes that work under full load or even when the cranks are not turning. In principle it blends the simplicity of a 1x drivetrain with the range and close cadence spacing of a 2x setup.

Out on country lanes, smooth dry dirt and gravel tracks, the bike makes a strong impression. It is light, stiff and comfortable, and the geometry sits closer to an endurance bike than a race machine, which keeps long rides relaxed rather than punishing.

Who the Ridley Griffin RS Is For

This bike suits riders who want one machine that handles road miles and unpaved detours without swapping bikes. It is aimed at people who ride for pleasure and enjoyment rather than racing, and who want useful gear range and smooth cadence steps while keeping the simplicity of a single chainring up front.

It also appeals to riders who have never fully warmed to 1x drivetrains but dislike the complexity of a front derailleur. The hub delivers the two-ratio feel of a 2x setup with none of the exposed front shifting hardware.

Main Strengths: All-Road Ride Quality

The Griffin RS is an all-road bike with clearance for 42mm tires, and this build runs a 38mm gravel tire. On smooth dirt, dry gravel and tarmac it feels composed, and the frame stays stable and predictable when the surface changes underneath you.

The bike is lightweight and stiff while remaining reasonably comfortable over longer distances, and the more relaxed geometry makes it easier to live with than a dedicated race frame. There is no down tube storage, but top tube mounts accept a bento bag for snacks and small items, which is a practical touch for long mixed-surface rides.

Main Strengths: Classified PowerShift with Shimano Di2

The PowerShift hub itself is not new and has been available for several years. What is new is full integration with Shimano Di2, which works with any current Classified hub and with Shimano 11-speed and 12-speed Di2 road or GRX groupsets. In practice, that means the shifting interface finally feels like the rest of a modern electronic drivetrain rather than an add-on.

Gear changes are quiet when moving up to the larger virtual ratio and a little noisier when dropping to the smaller one. They are not instant: there is a small delay and a little crank rotation before the shift completes, but it is quicker than a front derailleur change, and there is no risk of a mis-shift or a dropped chain. The system can also shift at very low speed, which is genuinely useful on a technical climb where a conventional front shift would be difficult. This build uses a 48-tooth chainring with an 11-34 cassette.

One omission is worth noting: the system cannot currently make use of Shimano synchronized shift mode, which would otherwise handle front shifting automatically. In the larger virtual ratio on the road or on smooth gravel, efficiency feels normal and comparable to a regular drivetrain. On steep gradients in the smaller gears it becomes noticeably noisier and feels slightly draggier, though the sensation is subtle and no back-to-back power meter comparison was carried out.

Things to Consider Before Buying

• Wheel and tire swaps are less straightforward than on a conventional bike. The rear hub requires a Classified wheelset, so a spare set of ordinary wheels will not work.
• Because there is no visible front derailleur, it is easy to lose track of which virtual ratio you are in, at least until the system becomes familiar.
• Impressions here come from a limited period of riding rather than a long-term test, so durability and long-term behavior are not yet established.
• The slight drag and extra noise in the smaller virtual gear on steep climbs may matter to riders who are sensitive to drivetrain feel.

Buying Advice

If you want a single bike that covers road riding and gravel without compromise on either side, the Griffin RS is a convincing option. The relaxed geometry, the 42mm tire clearance and the two-ratio hub combine into a package that handles long days out and mixed surfaces comfortably, and the Shimano Di2 integration makes the shifting far more usable than earlier versions of the system.

If you regularly swap wheelsets between road and gravel setups, or you race and care about marginal gains, a more conventional drivetrain may suit you better. The same applies if you want the lightest and simplest possible system: a well-sorted 2x12 or a modern 1x13 setup remains a strong alternative, and whether the hub genuinely improves on either is still an open question. The clearest argument for it is range and cadence spacing without a front derailleur, plus the ability to change ratio under load or at walking pace.

Conclusion

The Ridley Griffin RS with Classified PowerShift and Shimano Di2 is an all-road bike that does far more than split the difference between road and gravel. It rides well, it shifts cleanly for the way most people actually ride, and the Di2 integration removes the biggest usability complaint about the hub. Riders who want one versatile bike and value smooth cadence and wide range will find a lot to like, while those who swap wheels often or chase pure race performance should weigh the trade-offs carefully.