Davide Ballerini is no unknown force in the peloton as the winner of 2021 Omloop Het Nieuwsblad, but he still might've needed to remind fans of his qualities with a Giro d'Italia stage win. And based on the response, it must've worked! According to journalist Ciro Scognamiglio, no less than three te...

Ethan Hayter was the virtual leader of the 2026 Vuelta a Espana in the final 36 kilometers of stage 2 on Sunday, but it was a bizarre kit detail that many fans noticed - with the back of his bib shorts appearing to be cut. Starting the stage just milliseconds behind red jersey Tadej Pogacar, Hayter...

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. 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 speedWhile 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 pressureLooking 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 impressionsSo 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 dropmeasured unscientifically by a thumb and forefinger squeezechanged 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 rangeThere 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, its 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 Id 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.

Decathlon-owned brand is taking its gravel ambitions in two very different directions with the new RCR-G and EDR-G: one built for speed, the other designed to keep you comfortable and in control

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Sepp Kuss was one of the key riders for Visma - Lease a Bike in Matthew Brennans stage 2 victory at La Vuelta a Espaa 2026. The American spoke to Eurosports Laura Meseguer after the finish in Manosque and broke down the strategy that allowed the Dutch team to prevail in a finale where they held s...

The new Van Rysel RCR-G was developed with input from Decathlon-CMA CGM team riders in search of speed on gravel, and takes its inspiration from the WorldTour-proven RCR-R Pro.As youd expect with that background, the RCR-G is an uncompromising gravel bike built to race. With a five-figure specification but with a four-figure price tag, the RCR-G is value packed, with a full SRAM RED XPLR AXS drivetrain with power meter, carbon wheels, carbon cockpit, and premium finishing for its 6,500 price tag.A lively ride and snappy handling are benefits of the low weight, but its not as composed and comfortable as the best examples of the latest race-ready gravel rigs. I also have reservations around the handlebar choice, and the tyre clearance is conservative compared to the latest trends. The RCR-G is a value packed bike. Van Rysel says the RCR-G was developed alongside the road going RCR-R with plenty of CFD and wind tunnel research going into the frameset.The RCR-Gs design aims to improve aerodynamics over the previous GCR gravel bike both on road and off, while increasing tyre clearance and refining the handling too.Van Rysel claims the new RCR-G is 8.6watts more efficient than the older bike. What you need to know about the Van Rysel RCR-G 885g frame and 415g fork make for a lightweight bike Clearance for 50mm tyres UDH dropout Race bike derived geometry 1x and 2x compatible One-piece carbon cockpit Triple bottle and bento box mounts Van Rysel RCR-G performance The RCR-G is at home on wide open gravel roads. Unlike high-performance rivals like the Ridley RSS Prototype, BMC Kaius, and Argon 18 Anti Matter, the RCR-G retains 2x drive train compatibility. This results in a maximum chainring size of 50t in 1x and 52t in 2x.In comparison, Argon 18s Anti Matter can have a max chainring size of 52t in 1x, and Ridleys RSS Prototype can use a huge 56 tooth chainring with its 1x setup.I was never found wanting with the 44-tooth chainring fitted it offers plenty of range across the 13 speed 10-46 cassette but it may not be enough on flatter terrain and the very fastest gravel routes. The tyre clearance of 50mm is quite conservative for 2026. My large test bike doesnt stray from the norm when it comes to geometry. The slightly steepened 73.5-degree seat angle and a slightly relaxed 72-degree head angle gives the RCR-G a road bike-like manner. This is especially true when combined with the short (426mm) chainstays and both a low stack and reach, 573mm and 400mm respectively.This means the RCR-G is an aggressive gravel bike.Compared to similarly svelte Giant Revolt Advanced SL 0 its 19mm lower, but 10mm shorter in the same size, while the Revolt has both longer chainstays and a longer wheelbase. It does have a higher tyre capacity than the Van Rysel, at 53mm. XS S M L XL SEAT TUBE 465 475 495 520 550 HEAD TUBE 103 115 130 150 175 TOP TUBE 515 538 555 570 595 HEAD ANGLE 70 71.2 72 72 72 SEAT TUBE ANGLE 75 74 73.5 73.5 73.5 FORK LENGTH 396 396 396 396 396 FORK RAKE 50 50 50 50 50 CHAINSTAY 426 426 426 426 426 BB DROP 74 74 74 74 74 STACK 521 537 554 573 597 REACH 375 384 391 400 412.5 WHEELBASE 1010.8 1014 1019 1034.5 1054.5 Edit Table On gravel roads and byways, the RCR-G is swift. The low ride position encourages you to hunker down and get on the power and the stiff frameset rewards your efforts.When the surface gets a bit choppier, or when you venture into rockier and root strewn single track territory, the RCR-G more quickly finds its limits. The front end loads up with vibrations, and theres plenty of chatter felt through the rear too. It's impressive to SRAM Red AXS XPLR on a bike at this price. Some of that is down to the fast 45mm Continental Terra Comp tyres with their smooth tread and relatively narrow width, but the lions share is the stiffness of the frame and fork. So what rewards you with responsiveness on roads and smooth gravel tracks becomes a bit more wearing with stuttering vibrations that sap energy and speed.The one-piece cockpit has a nice broad shape at the top section. On longer slogs it's easy to hold or rest your forearms on the bar in a time trial style. But it is the same cockpit as RCR-R road bike, so it lacks any significant flare to the drops. Its also relatively narrow at 40cm measured centre-to-centre at the hoods on this size large test bike. Thats fine for aerodynamics on the road, but its more of a compromise on rougher terrain. I'd like to have seen a bar with a little more flare to the drops. I also found my wrists occasionally slapped against the bar when in the drops and sprinting out of the saddle. Agravel handlebar with more flare in the drop would be a bonus here.Accordingly, the handling is swift, and it copes with the twists and turns of more technical trails very well. Though its not a bike you can really relax into and flow through the twists and turns like you can with true singletrack slayers like Parlees Taos or Mondrakers Arid, and it cant quite match Giant and Ridleys latest offerings for all-round poise either.That said, it is still far better than the first generation of gravel racers like the Factor Ostro Gravel and the first-generation BMC Kaius.The VR50 carbon rims are 50mm deep, with a 22mm internal width. Theyre laced to DT Swisss sturdy 370 hub set for a complete weight of a claimed 1,550g. The 22mm internal width is optimal for gravel tyres from around 38 to 50mm, so theyre a good pairing for the 50mm clearances of the frameset. The VR50 carbon wheels feature 50mm deep rims and DT Swiss 370 hubs. Of course, you have to be happy that 50mm tyres is the widest youll even want to run, when rivals are starting to edge toward 60mm clearance.The 8.28kg complete weight on my large test bike is a boon on longer steady climbs both on road and off, and the long reach means its a great bike to stand up and attack short steep ramps too. It gives you plenty of room to move, and to shift your weight to hold traction. Compared to its rivals, as youd expect from a brand born out of the Decathlonempire, the RCR-G is excellent value with its 6,500 / $10,999 / 6,599 price tag (albeit US buyers get a less great deal).A Red XPLR AXS equipped Giant Revolt Advanced SL 0 is 9,999 / $12,000. Specializeds S-Works Crux 5 with the same groupset is nearly twice the price at 11,999 / $14,000.Ribbles Ultra-Grit with is just 49 more at 6,549 / 8,275 / $8,640 but with an arguably superior Zipp 303SW XPLR wheelset.The same goes for Canyons racy Grail CFR AXS, which is also cheaper (albeit dated with its 42mm tyre clearance),currently on offer at 6,529 / $7,199 / 6,999.Van Rysel RCR-G bottom line The RCR-G is a lightweight and lively gravel racer. The RCR-G is a great bike. The lightweight and racy ride position make it fast on and off road. The competitive price is very hard to ignore, and it is certainly a fun bike to explore the great outdoors. However, it delivers a firmer ride than some of the best gravel race bikes right now. The 50mm tyre clearance feels somewhat conservative compared to the best new gravel designs, and it misses a gravel-specific handlebar.While its a good gravel bike at a great price, the RCR-G is arguably already outclassed by the best gravel bikes of 2026.

For decades, cycling apparel has operated on a strict, binary clock: summer ends, and short-sleeved cycling jerseys are packed away, and heavy winter thermal gear takes over. But as global weather patterns blur the lines between seasons, Castelli says it has dismantled that traditional dual-season model with its appropriately named new product lineup Transition.The Transition range responds directly to unpredictable shoulder seasons - specifically autumn and spring - when crisp mornings lead into mild afternoons and traditional winter riding gear can quickly become overkill.Castelli states that Transition is designed as an adaptable foundation to any cycling wardrobe. With multiple mix-and-match core pieces, which they claim will be a range of products that riders will genuinely reach for during these transition months. The first products in the all-new range are the Corretto LS jerseys for men and women. These sit at one end of the Transition range, and Castelli has a host of new garments joining the Corretto jerseys, including lightweight bib tights, thermal bib shorts, packable insulation, and lightweight protective layers. Castelli claims Transition is the future of cycling apparel, which isn't simply better summer and winter kit but creating high-performance clothing for all the conditions in between gradually prioritising insulation and protection from the elements, and bridging the widening gap between traditional summer and winter kit.The Corretto LS jerseys are the the first new products in the Castelli Transition range. (Image credit: Castelli )Castelli Product Line Manager Andrew Montgomery explained the Castelli ethos behind the range: The old way of riding was simple: summer gear in summer, winter gear in winter. Today, due to factors like climate change, cycling moves at a different pace. Seasons dont hit like a switch; they transition gradually over a more prolonged period, giving us an expanded window of riding."Andrew continued by adding, That realisation led us to define what we call Transition: a period between summer and winter that has become increasingly important for cyclists, yet remains largely underserved. While the wider industry is still complying with a rigid, dual-season calendar, wed rather tailor our range to the real-world conditions people are actually riding in."The Corretto LS jersey features lightweight, breathable and aerodynamic fabrics. (Image credit: Castelli )Castelli says the Corretto LS jersey stands at the forefront of its technical excellence and premium design, which they call an ideal solution for when summer heat begins to wane. It offers more coverage than the Corretto short-sleeve sibling, featuring the same lightweight, breathable and aerodynamic fabrics which allow riders to adapt smoothly without overheating.Standout detailing includes a claimed weight of just 194g in the mens and 170g in the womens. The tailored fit includes an elastic silicone waist gripper to keep the jersey in place, a full-length YKK Vislon zipper with an easy-use pull, and is complemented by three back pockets plus a fourth zippered security pocket.Both the men's and women's feature three back pockets plus a fourth zippered security pocket. (Image credit: Castelli)The men's jersey is available in two new colourways: Steel Fade/Chestnut-Vivid and Night Shade/Elmwood-Rosa Giro. The women's jersey is available in Paprika/Winter Sky.Sizes are XS-3XL for the men's version and XXS-XL for the womens version.The Castelli Corretto LS Jerseys are priced at 175/ $210/ 170 for both men's and women's versions, and further information can be found at Castelli.

Well priced, versatile endurance gravel machine, perfect for those who want to explore in comfort