The Flanders-born brand unveils a sub-900g frame and aerodynamic drag-reduction features for its new flagship gravel racing platform, the RCR-G.
Designed for the demands of elite gravel racing, the new platform marks a shift from multi-purpose gravel geometries to a pure competition setup.
The launch of the Van Rysel RCR-G marks a new chapter for the brand in gravel, making it a notable addition to its existing line-up and positioning it to compete with the best gravel bikes already at the start line.
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Speaking to me ahead of the launch, Van Rysel RCR-G project manager Jeremy Debeuf said development of the all-new gravel bike focused on four key performance metrics: high average speeds, mixed-surface efficiency, quick acceleration, and precise handling on technical terrain.
Building on the engineering layout of the Van Rysel RCR-R road bike, which is currently being ridden by the likes of Paul Seixas and the rest of the Decathlon CAM CGM.
Debeuf says the team used Computational Fluid Dynamics (CFD) analysis, virtual prototyping, and wind tunnel testing to adapt the road frame’s architecture for gravel use.
One major departure was the decision not to use the same top-level carbon layup: “This would be too stiff for a gravel bike,” confirmed Debeuf, and would create a very uncomfortable ride feel.
(Image credit: Van Rysel/ Quentin Le Blanc)
Built for speed
While the core of the RCR-G is still a high-modulus carbon frame. Van Rysel’s Race Bike Engineer, Alexis Grosecorge, who also worked on the road and cross platforms, explains how the carbon mix just needed to be ‘toned down’.
He explained that this was initially challenging as the target weight for the whole bike, in a size medium, was set at 7.8kg; “we actually achieved 7.7kg, with a SRAM Red AXS build,” he told me, clearly delighted with the outcome, although caveating that the 885g carbon frame and 415g fork are at the unpainted weight.
To also help keep the overall weight low, top models feature an integrated monocoque carbon cockpit, lightweight thru-axles, and, curiously, a 27.2mm round carbon seatpost.
This regular seatpost setup may seem like a compromise on proprietary frame tech, but asking Grosecorge about it in more detail, he assured me that the seatpost specification was chosen specifically to help filter out high-frequency vibrations and reduce rider fatigue during long-distance races.
(Image credit: Van Rysel / Quentin Le Blanc)
Despite its focus on low weight and aerodynamics, the RCR-G still has off-road-ready clearances, with room for tyres up to 50mm wide, although it comes as standard with 45mm Continental Terra Comp TLR tyres on the VR 50 Carbon wheelset.
Another uncommon choice on a performance-focused bike is drivetrain compatibility: it supports a maximum 50T chainring in one-by configuration and a 52T when set up as a two-by arrangement.
It’s a helpful safety net for riders planning to tackle crazy, hilly events and need fail-safe gearing options. It’s Universal Derailleur Hanger (UDH) compatible and will also open up more cassette options, but a braze-on is a pretty rare sight in this day and age, and I can’t work out if it’s the future or living in the past.
(Image credit: Van Rysel / Quentin Le Blan)
Peer pressure
Looking at the big gravel bike rivals and doing a quick back-of-the-envelope cross-check, the RCR-G most closely resembles the Factor Ostro Gravel, with nearly identical stack and reach (RCR-G: 554mm stack and 391mm reach vs 555mm stack and 394mm reach on the Ostro, both size medium).
It also closely mimics the snappy handling of the Ostro, with its 72- vs 72.2-degree head angle. That said, the chainstay is 6mm longer at 426mm.
Compared with the Specialized Crux, with a 560mm stack and 388mm reach, the Van Rysel RCR-G could be considered ‘racier’ in its lower, longer position.
(Image credit: Vany Rysel/ Quentin Le Blanc)
Double new bike day: the Van Rysel EDR-G gravel bike
The EDR-G was the second bike launched by Van Rysel today, and is the more adventurous ultra-long-distance twin of the RCR-G, favouring total comfort and practicality for multi-day riding.
Carrying the ‘don’t endure terrain, outplay it’ strap line, the woman behind the bike, Product Manager Rachel Gassier, also worked on Van Rysel’s EDR-CF Ultra and EDR-CF endurance bike range and spent two years on the design, capturing 25,000km of ride data from more than 30 testers.
The EDR-G has a longer wheelbase (1,033.7 mm vs 1,019mm in size M) and a slacker head tube angle (71 degrees in size M) than the race-oriented RCR-G, aiming to deliver a more stable ride at high speeds and smoother, less “twitchy” steering on technical trails.
An even more vibration-damping carbon lay-up was chosen for the frame, which, along with the forks, has 15 luggage mounting points and an integrated toolbox as standard.
The top-end EDR-G uses a RockShox Rudy XPLR fork with 40mm of travel, a Deda Gera cockpit with 24-degree flare, and a VR32 carbon wheelset, capable of running up to 50mm tyres.
(Image credit: Van Rysel/ Quentin Le Blanc)
Van Rysel RCR-G – First ride impressions
So far, I’ve only spent a day on each model, at a pre-launch press event in the Var region of southern France, just east of Marseille, and in the lesser-known Massif des Maures, a mountain range considered part of the pre-Alps.
A 70km hilly route included tough techy gravel, leaving all riders grateful for the respite provided by stretches of paved road. Despite the rocky, loose-stone, hilly terrain, I was impressed by how agile and responsive the RCR-G was. I was far more fluid than on the previous day’s ride on the EDR-G, finding the bike easier to maneouvre over and around the pretty gnarly trails.
A mix of drops, rock gardens, and rain-slick climbs with little flat ground meant I struggled with the wide bar flare and barely used the drops, not wanting to risk putting more weight on the front wheel. I’ve tried to unpick this and concluded that the longer wheelbase and flared bars meant I didn’t have the strength to overcome the bike’s turning moment and lift the front end at all.
On the RCR-G, however, I was significantly more graceful. I had initially left the 35psi in the Continental Terra Comp TLR 45mm tyres, knowing that it would be a few kilometres on tarmac to the trailhead, But on dropping into the first off-road section, I was immediately dealing with too much bounce back from rocks and stones. A quick pressure drop—measured unscientifically by a thumb and forefinger squeeze—changed everything.
I went from hanging on to feeling far more harmonious with the bike. It felt way more comfortable than the two new models, despite having a much stiffer frame and fork and more road-like handlebars.
It was still a brutal ride, and one that could have used more vibration-damping tech. Despite wearing gloves, my hands were blistered, like the pros’ at the end of Paris-Roubaix, and the five kilometres of black tarmac had never looked so inviting.
I’m looking forward to getting a longer term test with the RCR-G. I’ve turned down the ECR-G for now, as I can’t see how, for the riding that I do, the RCR-G can be beaten, even if I’m not looking for podiums, or rapid full gass rides, it just rides so much better than it’s adventure going sibling that I would be more confident at coming back in one piece, perhaps minius small patches of skin on my palms.
(Image credit: Van Rysel)
Model range
There are three Van Rysel RCR-G models.
The top-end Red AXS uses SRAM Red XPLR AXS (46T, 10-44T), a VR50 carbon wheelset, and the integrated Combo RCR-R carbon cockpit used on the RCR-R Pro bike from the Decathlon CMA CGM pro team. It weighs a claimed 7.8kg (size M), comes in XS to XL, and costs £6,500/ $10,999.
(Image credit: Van Rysel)
Next is the RCR-G Force AXS, which moves to SRAM Force XPLR (46T, 10-42T), an aluminium/carbon stem-and-bar combo, and VR35 carbon wheels. Weight rises to a claimed 8.2kg, while the price drops to £4,000/ $7,399.
(Image credit: Van Rysel)
Finally, the RCR-G Rival AXS uses SRAM Rival XPLR (46T, 10-40T), an aluminium bar and stem, and VR30 AL wheels. It weighs a claimed 8.6kg, costs £3,000/ $5,299, and is also available in XXS to XL.
(Image credit: Van Rysel)
The Van Rysel EDR-G also has three models. The top model, the EDR-G Force XPLR, uses a carbon frame and fork, SRAM Force groupset (46T, 10-40T), Deda Gera Alloy stem and handlebars, VR32 carbon wheels, Schwalbe G-One R Pro 45mm tyres, and comes in sizes XS-XL. It weighs more than the race version, with a claimed 8.85kg for a medium. Unfortunately, it’s currently unavailable in the UK, but retails in the US for $6,299.
The EDR-G Suspended fork is reserved for the UK and has a retail price of £3,500. The spec is the same, but the carbon fork has been replaced with a RockShox Rudy XPLR with 40mm of travel. While I’d have loved this extra suspension on the routes we rode, it adds about a kilo, bringing the medium to 9.7kg.
The final model, the £2,100 EDR-G GRX, is also not heading to the States. It keeps its 1x setup, but drops to 12-speed (40T, 10-51T). It comes with DT Swiss G1800 wheels and Schwalbe G-One R Pro 45mm tyres. It comes without suspension and weighs 8.75kg.
