A carbon gravel bike for 2,200 euros: Review of the Van Rysel EDR-G

​When Decathlon’s own brand, Van Rysel, unveiled its completely revamped gravel range for 2027, attention was focused almost entirely on the sporty RCR-G. This was certainly the manufacturer’s intention; after all, this bike – which has been developed at great expense and is associated with professional sport – goes some way towards helping the company shake off its image as a budget brand. It was almost lost in the process that the range comprises two model series, with the EDR-G tested here likely to appeal to a much wider audience.

Not only is it significantly cheaper – in the Entry-level model at 2,199 euros not only is it almost unbeatably good value for a carbon bike – but with its more relaxed geometry and useful features, it’s also more versatile than the lightweight, minimalist off-road racer. The understated frame set appeals to both touring enthusiasts and commuters alike, with a wide range of mounting options for luggage and provision for permanently fitted mudguards. They’ve even thought of a cable channel in the fork for a dynamo-powered light. Another practical feature is the storage compartment in the down tube, which houses a long bag containing tools and a clip-in pump in the lid.

Well-equipped

A glance at the list of features reveals that, despite the tight budget, no corners were cut on the components. We tested the more affordable of the two versions (> available here): Parts and components such as Schwalbe tyres, DT Swiss wheels, Deda handlebars and Shimano’s GRX 1x12 groupset are all from reputable manufacturers – at least where it matters most.

First of all, we take our place in the saddle and find that the frame geometry is among the most comfortable we’ve come across in recent years. It encourages a distinctly upright riding position. As with the sportier Van Rysel RCR-G, the test size (M) is on the small side, which means that the bike is initially far too short for our 1.80-metre-tall tester. The bent top tube, designed to make the riding position even more relaxed, also contributes to this. Once we’ve fully utilised the saddle’s rearward adjustment range, it’s fine, though the handlebars still sit relatively high. However, this does mean you can ride comfortably for long periods even when gripping the lower part of the handlebars, especially as they aren’t much lower down. In size L, the head tube is a further two centimetres higher. Anyone who wants a sporty riding position or has rather short legs should therefore definitely go for a test ride and check whether the position is right (or can be adjusted to suit as far as possible) before ordering the bike sight unseen.

Stoic composure

On the track, the bike makes a distinctive and largely positive impression. The first thing you notice is the unusual weight distribution; due to the flat seat angle and the upright riding position, hardly any weight is placed on the front wheel. Nevertheless, the bike holds its line remarkably well off-road and rides straight as if by magic. With an exceptionally flat steering angle of just 71 degrees, the handling is tuned for stoic smoothness; nippy cornering therefore requires a bit of effort. However, you shouldn’t tackle corners too aggressively, as the front wheel – which bears very little weight – quickly loses grip if the bike is leaned over too far. Loaded with heavy luggage, the bike should remain stable on the trail, even when the going gets bumpy.

When setting off suddenly, the weight of a good nine kilograms becomes noticeable, which is comparatively heavy for a carbon gravel bike. Given the price, however, you can hardly complain – the competition usually offers aluminium frames and complete bikes weighing over ten kilograms for the same money. The EDR-G gets a real boost in quality thanks to the high-quality Schwalbe tyres, which strike a good balance for a variety of uses: they roll well on all surfaces and offer sufficient grip off-road. This is precisely where other bikes in this price range often cut corners, making the ride noticeably more laborious. After a bit of a settling-in period, we also came to appreciate the drop handlebars, as they allow for a natural and very comfortable hand position when riding in the upper bar position.

Disadvantages that can be put up with

There isn’t much to criticise; most of the issues can be overlooked or, at the very least, rectified relatively easily. If a frame bag is fitted, the storage compartment is no longer accessible; other manufacturers have solved this more cleverly by placing the opening beneath the bottle cage. The mini pump supplied is a bit fiddly to use, but it does the job. For heavier riders or travellers with a lot of luggage, we’d recommend higher-quality brake discs, which’ll get a bit more stopping power out of the Shimano brakes.

The gearing deserves a mention: the mountain bike cassette, with sprockets ranging from 10 to 51 teeth, combined with the 40-tooth chainring, offers a remarkable range; it covers – even for less fit cyclists – everything from fast descents on tarmac to extremely steep gravel climbs with luggage. If the gear ratio in first gear is no longer sufficient, you’ll have to push the bike anyway, as otherwise you’ll slow down so much that you’ll lose your balance. The downside of this setup, however, is the large gaps between the gears, which can be annoying, particularly at low speeds but also at medium speeds. Shimano does not yet offer a 12-speed cassette tailored to gravel cycling, with a gear range falling between that of a road bike and a mountain bike. The more expensive EDR-G specification, featuring SRAM Force – also with a 40-tooth chainring and a 10–45 gear range across 13 sprockets – offers a smoother gear transition. However, this better-equipped and lighter version, which also features simple carbon rims, costs a full 1,000 euros more >> available here.