Competition racer on test: 5500 euros for the Van Rysel RCR-R Pro - a "bargain"?
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The house brand of the sporting goods giant Decathlon has recently caused quite a stir in the established road bike scene. With the Van Rysel RCR Pro (without the "-R", which was the name of the model shown at its debut in 2023), Van Rysel got off to a brilliant start in the market for high-quality, competition-orientated racing bikes. In the first test, the bike impressed with its high quality, good aerodynamics, low weight and great equipment - in short, it hardly had any weaknesses and was one of the best competition racers with a TOUR score of 1.6 right from the start.
Decathlon on the road to success with the Van Rysel
What followed the premiere is a success story in fast-forward: professional sponsorship with the World Tour team Decathlon-AG2R La Mondiale and the lightning-fast Aero road bike RCR-F (tested here) accelerate the change in image, away from the ridiculed low-cost provider and towards a serious competitor in the high-end market.
The RCR-R Pro in our test is an affordable offshoot of the professional bike and sees itself as an all-rounder for all routes. With its attractive price tag - together with the Rose it is the second cheapest bike in the test field - and with service centres in almost every major German city, it appeals to a wide audience. Especially as the bike seems to be perfectly equipped with Swiss Side wheels, first-class tyres and a power meter as standard.
More about Van Rysel:
Van Rysel RCR-R Pro: Inexpensive, but good?
But what about the inner values? Is the bike prematurely labelled a bargain? The shape of the frame alone makes it clear that aerodynamics must have been high on the list of priorities for the development department in Lille, France. The seat tube and seat post in particular would also look good on a typical aero racer, while the front section has a more conservative design. The result in the wind tunnel test is impressive.
It doesn't quite match the surprisingly good performance of the top model (207 watts), which is probably due to the simpler wheels and the different handlebars. The unusually wide Deda handlebars clamped in a classic stem offer more resistance to the wind than the narrow, streamlined handlebar unit of the professional bike. The aero tyre from Continental, which is fitted as standard on the top model, also tickles out a few more watts compared to the classic Grand Prix 5000S fitted here. However, with 214 watts, the affordable Van Rysel secures a place in the good midfield in this round, on a par with prominent names such as Giant Propel or Rose X-Lite.
More competition bikes under 7000 euros in the test
Weight okay, handling characteristics moderate
The weight is also okay, but the Van Rysel shows weaknesses in terms of comfort and riding stability. In our stiffness test, the frame set, which is said to be made of the same carbon quality as the top-of-the-range version, scored only mediocre, which manifests itself in somewhat spongy steering behaviour when cornering at speed. Tall riders in particular will probably want a more stable chassis. The professional bike delivered significantly better values. We are unable to judge whether this is due to series production or a deliberate difference in quality. Apart from that, only details were annoying during the test rides.
What we noticed in the test
The 44 centimetre wide handlebars, for example, no longer look contemporary on a racer and are not particularly comfortable to grip. Or the narrow Fizik saddle with cut-out, which only provides support with two narrow bars at the front, which made the testers uncomfortable in the long run. However, both are a matter of individual preference and can be changed relatively easily. Giant riders should note that the versions with clamped handlebars sit slightly more upright than those with the handlebar unit, as the brake lines still have to be routed into the frame under the stem.
The single-sided left-hand power meter does a decent job; it delivers plausible values and can be conveniently charged with a magnetic cable. Overall, the Van Rysel offers a lot of bike for the money, and this applies to all versions: It starts at 4199 euros with SRAM Rival or Shimano 105 Di2; the replica of the professional model costs just under 9000 euros identically equipped.
Van Rysel RCR-R ProInfo & test grade
- Price: 5499 Euro >> available here
- Weight of complete wheel: 7.7 kilos
- Frame sizes: XS, S, M, L, XL (test size greased)
- TOUR grade: 2,3
Geometry
- Seat/top/head tube: 486/555/147 millimetres
- Stack/Reach/STR: 565/379 millimetres/1.49
- Stack+/Reach+/STR+: 616/572 millimetres/1.08
- Wheelbase/caster: 985/61 millimetres
Equipment
- Drive/gear shift: Shimano Ultegra (2x12; 52/36, 11-34; PM)| Grade: 1.0
- Brakes: Shimano Ultegra (160/140 mm) | Grade: 1.0
- Tyres: Continental Grand Prix 5000S TR 28 mm (eff.: 29 mm) | Grade: 1.0
- Impellers: Swiss Side Hadron² Classic 500
- Impeller weights: 1294/1779 grams (v./h.)
Measured values
- Weight of complete wheel: 7650 grammes | Grade: 2.7
- Aerodynamics: 214 Watt | Grade: 2.3
- Driving stability: 6.4 N/mm | Grade: 3.0
- Rear comfort: 187 N/mm | Grade: 2.0
- Comfort front: 94 N/mm | Grade: 2.7
- Ride/ bottom bracket stiffness: 57 N/mm | Grade: 1.7
Advantages and disadvantages of the Van Rysel RCR-R Pro
- Plus: Well equipped, attractive price
- Minus: Riding stability not at top level, relatively hard on the saddle
How TOUR tests
Weight (25 per cent of the overall grade): The weighed complete wheel weight in the standardised test wheel size of 56-57 centimetres counts for the evaluation. However, we also show the wheel weights for orientation purposes. The grading scale is designed so that the physical effect of weight and aerodynamics on the average speed is comparable for an average route profile of 1,000 metres in altitude per 100 kilometres. For orientation: the aerodynamic optimisation of the bike can compensate for up to almost four kilograms of weight on such a route. Simultaneous top marks in weight AND aerodynamics are mutually exclusive, but there are racing bikes that find a very good compromise. If the route is more hilly than our reference route, weight becomes more important; if the route is flatter, aerodynamics become more important.
Air resistance (25 per cent of the total score): Dynamically measured in the wind tunnel, with TOUR dummy, rotating wheels, moving legs and over a wide range of flow angles. Summarised to an aerodynamic grade for typical environmental conditions.
Front stiffness (10 per cent of the total score): Important parameter for steering precision and confidence in the bike at high speeds, determined in the TOUR laboratory. The overall stiffness is determined on the fully assembled frame set, i.e. including the fork. The stiffness values are capped. The aim is not an infinitely stiff frame, but one that is sufficiently stable to ride.
Bottom bracket stiffness (10 per cent of the total score): Reveals how much the frame yields under hard pedalling, for example when sprinting. This measurement also takes place in the TOUR laboratory, with realistic clamping, in which the frame can deform as it would when riding.
Rear comfort (10 per cent of the overall score): A measure of compliance under road shocks, measured in the TOUR laboratory. A suspension travel is measured when the seatpost is loaded. The measured value correlates very well with the riding impressions and the feeling of comfort. Good marks also mean decent riding dynamics, which have a positive effect on speed on poor roads.
Comfort front (5 per cent of the overall score): The deformation of the handlebars under load is determined in the same way as the rear. A good score means a lot of suspension comfort, which takes the strain off your hands on long rides. However, strong sprinters who want a lot of stiffness should look for stiff handlebars.
Switching (5 per cent of the total score): The shifting characteristics are determined in the driving test. It is not the price or the quality impression of individual components that is assessed, but exclusively the function of the entire gearbox. For example, the cable routing, the quality of the cables and the mounted chain also play a role.
Brakes (5 per cent of the overall score): As with shifting, the test on the road also counts here, and the experience from our countless tests of brakes is also incorporated into the assessment. It is not the component itself that is assessed, but the function of the interaction between the brake body, pads and discs: How well can the brakes be modulated? How durable are the brakes, how long are the braking distances?
tyres (5 percent of the overall score): Rolling resistance and grip are evaluated - if known from one of our independent tyre tests or based on driving impressions. The overall score is calculated arithmetically from the differently weighted individual scores (percentages in brackets). It primarily expresses the sporty qualities of the tyre.
The overall score is calculated arithmetically from the individual scores weighted differently (percentages in brackets). It primarily expresses the sporting qualities of the bike.
Julian Schultz
Editor
