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With first-class aerodynamics and a weight of less than seven kilograms, the RCR Pro made a perfect debut. 18 months later, the Van Rysel has earned its first merits in the World Tour with the French AG2R team, but will be joined by an aerodynamically optimised bike for the new season. The new RCR-F, already in use as a prototype at the Tour de France 2024, is set to be even faster than the competition all-rounder.
The Van Rysel RCR Pro in the Laboratory
In view of the strong overall performance of the RCR Pro, this was a thoroughly surprising decision. After all, Felix Gall & Co.'s tool is already one of the fastest racing machines in the world with 208 watts. Despite the comparatively conventional tube shape, which leaves the scales at 6.9 kilograms. Only two bikes in this test field are faster and lighter. Although the RCR-F is supposed to save a further 13 watts, it is likely to be several hundred grams heavier due to its voluminous tubes and flat shape.
How the Van Rysel RCR Pro rides in the practical test
The own brand of the sporting goods giant Decathlon thus draws a clear dividing line to our test bike, which feels comfortable on various courses. However, the nimble all-rounder is not entirely free of weaknesses. The low comfort of the saddle and handlebars are worthy of criticism, and there are more stable models than the Van Rysel. Experienced racers will be less bothered by this than amateur athletes.
Conclusion on the Van Rysel RCR Pro
A refreshingly unadorned up-and-comer; the Van Rysel RCR Pro may be less charismatic than other candidates, but there are prominent examples in this test that reveal that spectacular design alone and five-figure prices say nothing about quality. Recently, the tested equipment variant, which at 9000 euros sets itself apart from the supposed image of a discounter brand, was not available. It is due to be replenished from March.
The most important information about the Van Rysel RCR Pro
- Price: 8999 Euro >> available here
- Weight of complete wheel: 6.9 kilos
- Aerodynamics: 207 watts
- Frame sizes: 2XS, XS, S, M, L (test size greased)
- TOUR grade: 1,9
Geometry data
- Seat/top/head tube: 482/555/147 millimetres
- Stack/Reach/STR: 559/385 millimetres/1.45
- Stack+/Reach+/STR+: 596/563 millimetres/1.06
- Wheelbase/caster: 985/58 millimetres
Equipment of the racing bike
- Drive/gear shift: Shimano Dura-Ace Di2 (2x12; 52/36, 11-34 t., PM) | Grade: 1.0
- Brakes: Shimano Dura-Ace (160/140 mm) | Grade: 1.0
- Tyres: Conti Aero 111 TR 26 mm (eff.: 25 mm) Conti Grand Prix 5000 S TR 28 mm (eff.: 29 mm) | Conti Aero 111 TR 26 mm (eff.: 25 mm) Conti Grand Prix 5000 S TR 28 mm (eff.: 29 mm) Grade: 1.0
- Impellers: SwissSide Hadron 500
- Impeller weights: 1093/1504 grams (front/rear)
Measured values of the Van Rysel RCR Pro
- Weight of complete wheel: 6900 grammes | Grade: 2.0
- Air resistance: 207 Watt | Grade: 1.3
- Front stiffness: 7.8 N/mm | Grade: 2.0
- Bottom bracket stiffness: 55 N/mm | Grade: 2.0
- Rear comfort: 237 N/mm | Grade: 3.7
- Comfort front: 104 N/mm | Grade: 3.0
Advantages & disadvantages
- Plus: Fast, light, relatively inexpensive
- Minus: hard seatpost, less stable than competitors
The 13 racers in the comparison
How our sister editorial team TOUR tests road bikes
Weight (25 per cent of the overall grade): The weighed complete wheel weight in the standardised test wheel size 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 1000 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): 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): 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): 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 if it were being ridden.
Rear comfort (10 per cent): 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): The deformation of the handlebars under load is determined in the same way as for 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): 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): As with shifting, the test on the road also counts here, and the experience from our countless tests of brakes is also included in the assessment. It is not the component itself that is evaluated, but the function of the interaction between brake body, pads, rims or discs and cables as well as cable routing: How well can the brakes be modulated? How durable are the brakes, how long are the braking distances?
tyres (5 percent): Rolling resistance and grip are evaluated - as far as known from one of our independent tyre tests or on the basis of driving impressions.
The overall score is calculated arithmetically from the individual scores weighted differently (percentages in brackets). It primarily expresses the sporting qualities of the bike.
Jens Klötzer
Editor
