Threaded 1x Chainring

For a given gear ratio, increasing chainring size allows a proportionally larger rear sprocket to be used. For example, a 60T chainring paired with a 15T sprocket produces the same 4:1 ratio as a 64T chainring paired with a 16T sprocket.

Although the resulting gear ratio is identical, the larger sprockets reduce the angle through which each chain link must articulate as it engages and disengages with the teeth. Reducing this articulation can reduce frictional losses within the drivetrain.

This doesn't mean that the largest possible chainring is automatically the most efficient choice. Chainline, available cassette ratios and the expected gear usage and course demands must also be considered when determining the optimum chainring size.

Chainline describes the lateral alignment between the chainring and the rear sprocket. As the chain moves across the cassette, the angle between these two components changes.

When the chain runs at an increased lateral angle, additional articulation and friction are introduced within the chain. Drivetrain optimisation therefore requires consideration of both sprocket size and its position across the cassette.

Importantly, the objective isn't necessarily to achieve the straightest possible chainline in one particular gear. Instead, the drivetrain should be optimised around the gears through which the greatest proportion of the rider's energy is transmitted, accounting for differences in power output, gear selection and course demands.

Combining expected speed, cadence and course demands allows the most frequently used gear ratios to be identified. Chainring size, cassette selection and chainline can then be considered together to minimise drivetrain losses where they matter most.

The optimum chainline is specific to the rider, drivetrain and event. A fixed chainring position may provide excellent alignment with one sprocket, but this does not necessarily correspond with the gears through which every rider transmits the greatest proportion of their energy.

A flat time trial, rolling course or track event can each produce very different gearing requirements. Rider power, target speed and preferred cadence further influence gear selection and the energy transmitted through each sprocket.

For this reason, we don't prescribe a universal chainring offset as the optimum solution. Instead, chainline should be considered alongside chainring size, cassette selection and expected gear usage, allowing the drivetrain to be optimised around the individual rider and event.

The goal is not simply the straightest possible chainline, but the most efficient drivetrain across the gears that matter most.