Assessment: A 12 months with the Pinarello Dogma F

It’s been twelve years since Pinarello partnered up with Staff Sky, a program with the lofty ambition of placing a British rider on the highest step of the Tour de France podium. Quick ahead twelve years and loads has modified. Staff Sky is now the Ineos Grenadiers, and never solely did the group obtain that purpose of placing a British rider on the highest step of the Tour podium, however did so with three completely different British riders. Alongside the best way, the group amassed a complete of 11 grand tour wins thus far, with seven on the Tour.

Story Highlights

  • What: The Pinarello Dogma F.
  • Key options: Now extra aero. Lighter than earlier Dogma F12. Backside bracket stiffness turned as much as 12. TORAYCA T1100 1K carbon frameset and built-in handlebar. 11 body sizes, 16 handlebar sizes, and a pair of seat put up setback choices.
  • Weight: 7.4 kg / lb (55 cm, with Favero Assioma Duo pedals).
  • Worth: US$14,500 / £12,200
  • Highs: Excessive pace stability, lighter weight and improved stiffness make climbing a pleasure, loads of sizing choices for each body and built-in handlebar
  • Lows: Worth. One or two spec selections, asymmetry, narrower seatpost flexs alot, bumpy experience

One fixed throughout these twelve years has been Pinarello and its Dogma body moniker. First with the Dogma 60.1, then the Dogma 2 and 65.1, the group raced Tour glory in 2012 and onto the Dogma F8 in 2014. That F8 was the primary Dogma within the new F sequence of aerodynamic do-it-all bikes from the Italian model, with the F10 and F12 following later. The curvy frames might have cut up opinions ever since, however thanks in no small half to messieurs Froome, Thomas, and Bernal, amongst others, few might argue with the Dogma’s racing pedigree.

The Dogma F is the most recent bike in that Dogma F sequence, and we spent the previous fourteen months sampling Pinarello’s newest race-rig recipe. As anticipated, we discovered a quick and flashy bike, with an costly and asymmetrical body. What we weren’t anticipating was an asymmetrical soul, in additional methods than one.

The Dogma F is alleged to be an icon of excellence, not requiring a numerical classification.

What’s the F

Pinarello launched the Dogma F in June 2021, simply days earlier than the Grand Depart of the Tour de France in Brittany. The Italian model has by no means indulged in devoted climbing or aero bikes, and so in step with that philosophy, Pinarello has stayed true to the one-bike-for-every-ride strategy with the brand new Dogma F.

Pinarello has caught with its recipe for Grand Tour-winning body design, with a handful of curvy and truncated tubes, combined with a goal 850-gram body weight for measurement 53, and an asymmetrical construct idea.

At first look, one could possibly be forgiven for assuming the brand new F is the outdated F12 with a recent lick of paint. Pinarello might have retained the Dogma’s distinctive identification and signature look, however a brand new body it’s, with Pinarello specializing in making the brand new Dogma lighter and quicker.

First, the Dogma has dropped a claimed 265 grams in comparison with its F12 counterpart by decreasing the thickness of the highest tube, seat put up and seat tube and decreasing the load of each the built-in handlebars and the saddle clamp. As for aero tweaks to the brand new Domga F, Pinarello factors to the brand new narrower seat tube, seat put up, and prime tube as one of many key aerodynamic updates on the brand new mannequin, with the narrower seat put up mentioned to create 30% much less drag than the seat put up on the F12. Pinarello hasn’t offered a precise determine for seat put up drag or how this was measured.

Pinarello has seemingly put the decrease half of the body on Popeye-sized parts of spinach as each the decrease half of the brand new downtube and backside bracket areas have grown chunkier and taller for improved stiffness and aerodynamics. The taller backside bracket now flows into a brand new seat tube barely deeper than the outgoing mannequin all the best way as much as the brand new seat stays.

The wave-like design extends onto the brand new dropped and wing-like seat stays.

It’s these seat stays that provide essentially the most notable design replace. The earlier F fashions all featured seat stays that met above the rear wheel earlier than flowing as one uneven entity into the rear of the seat tube. Pinarello has opted for a vastly completely different strategy on the brand new Dogma F, maintaining these stays nearly solely separate earlier than independently becoming a member of the seat tube on reverse sides of the body. The brand new design not solely drops the stays decrease down the seat tube but additionally creates a wing-like design that a minimum of appears to be like very aerodynamic to the bare eye. The stays themselves get pleasure from a delicate replace and now characteristic even curvier curves and a brand new aero profiling.

Whereas the brand new MOST Talon built-in handlebar and stem do get pleasure from an improve in carbon layup, the body, fork, and seat put up are nonetheless manufactured utilizing the identical Torayca T1100 1K weave from Japanese carbon specialists Toray.

One other take a look at that new seat keep/seat tube interface.

F for: acquainted geometry

Pinarello has caught with its tried and examined Dogma geometry with barely a change since earlier than the introduction of the F sequence in 2014. The corporate offers extra choices than most, with an enormous 11 body sizes, 16 built-in bar/stem mixtures, and two seat put up setback choices to select from.

One could possibly be forgiven for assuming a Pinarello Dogma may have the raciest of lengthy and low geometries. However actually, of all of the race-focused bikes I’ve thrown a leg over just lately, like for like, the Dogma has the shortest and tallest entrance finish. A lot so, that whereas I normally experience a 56cm body, the 55 Dogma F Pinarello shipped over really labored wonderful for me, one thing I couldn’t say for the subsequent measurement down with many frames. This was, in fact, helped by Pinarello’s elevated body measurement depend, which leads to smaller jumps between sizes. The Dogma continues to be a devoted race bike, although, and as such, don’t count on a relaxed, endurance-style place both.

Each the pinnacle and seat tube angles on the Pinarello are barely slacker than the fleet of race bikes I’ve examined of late, a reality additional accentuated by sizing down with the check bike. However, evaluating like-for-like sizes once more, the pinnacle tube and seat tube on the Dogma are 0.3° and 0.5° slacker than my very own Tarmac SL6. There are, in fact, professionals and cons to each geometry determination, and the slacker head angle on the Dogma definitely helps desensitise the steering ever so barely for a supremely steady bike when ridden at pace.

A 3d printed titanium saddle clamp helps get the load down.

Additionally contributing to that arrow-like stability at pace are the Dogma’s path and backside bracket drop configurations. We calculated the path (with an internet calculator) at 61 mm for the scale 55 Dogma F on check with a 72.8° head angle, 43 mm fork rake, and 28 mm tyres. Mixed with the Dogma’s 72 mm backside bracket drop (greater measurement = decrease backside bracket), it’s hardly surprisingly this bike likes going quick and in straight strains. Extra on experience really feel later.

Potential Dogma patrons ought to be conscious that Pinarello measures bar width sizes outdoors to outdoors, so the 420 mm bars on our check bike really measure 400 mm centre to centre on the drops. Moreover, a 4° flare on the drops signifies that measurement shrinks by one other centimetre on the hoods to 370 mm.

The drops ought to present a workable match for all, however lack the drop and attain followers of a extra aggressive place might choose.

The bar itself can be on the conservative facet, with a fairly common 125 mm of drop paired with 80 mm of attain. Whereas a superbly acceptable and fascinating bar geometry, it’s much less aggressive than one would possibly want for a devoted race-winning machine.

Lastly, Pinarello formally gives each zero setback and 20 mm setback variants of its new thinner Dogma F seat put up. That mentioned, the 20 mm setback put up appears to be the inventory choice with most Dogma Fs, which, mixed with that slight slacker seat tube, means riders preferring a extra ahead saddle place might do nicely to think about ordering the zero offset put up.

F for: Body solely, possibly?

The Dogma F is on the market in six completely different colourways and Pinarello additionally gives a semi-custom colourway creator by way of its “MyWay” program. Whereas color choices are assorted, Pinarello has been a bit extra selective relating to construct choices with the ‘F. There are simply three inventory construct choices, one for every of the top-of-the-range groupsets from the large three groupset producers. No Drive or Ultegra right here, it’s Tremendous Report EPS, Dura-Ace Di2, and Purple Etap AXS all the best way.

The Dogma we had on assessment is the Plutonium Flash, in any other case often known as silver and black, with SRAM Purple Etap AXS, the DT Swiss ARC 1400 wheelset, Pirelli’s P-Zero tyres, and naturally, a ending package together with that built-in bar stem, single bottle cage, Lynx Extremely Quick carbon-railed, quick nostril saddle, and bar tape all from Pinarello’s in-house parts model Most. All on this construct weighs in at 7.4 kilograms for the scale 55 on check with 120/42 handlebar and Favero Assioma Duo pedals. The construct (minus these pedals) will set you again US$14,500 / £12,200.

The Dogma F can be out there as a frameset solely, with each disc and rim brake choices, for these with a special construct in thoughts. A full frameset together with seat put up and built-in handlebar is priced at £5,400 / $6,950.

The Dogma F got here geared up with a 33/46 chainring mixture, a spec determination that basically jarred with me on what is meant to be an out-and-out performance-focused bike. It’s unclear whether or not the choice to go for a cyclocross chainring combo on a highway racing thoroughbred was an availability situation, a response to market calls for (that is most certainly, as decrease gear choices can work nicely for a lot of amateurs), or maybe even a Pinarello determination to save lots of a couple of grams. Regardless, a 12 months later, I nonetheless nod my head in disbelief.

Lastly, on the drivetrain, the dearth of any energy meter is one other evident omission on such a premium-priced bike. At this value, one actually ought to count on to have an influence meter included as normal.

I discovered the Most Lynx Extremely Quick short-nosed saddle supremely comfy in its personal proper and have even switched it throughout to different check bikes. Its mixture of quick, flat nostril, 145 mm width and carbon rails, which helped preserve the load at simply 176 grams, make it an ideal efficiency bike choice. That mentioned, I didn’t discover it the perfect saddle for the Dogma F, for causes I’ll come to later.

Bar tape wouldn’t normally get a point out in a assessment, however the Most tape has stood the check of time, by way of summer time and winter and again to summer time, and but would give a forged iron skillet a run for its cash in hiding age. It additionally feels grippy with out being cheesy, which is my most well-liked fashion of bar tape.

Transferring onto the wheels and beginning with the actually necessary stuff, the DT Swiss ARC 50 (really 52 mm deep) 1400 wheelset matches the Silver Plutonium Flash colourway completely. Sure, they’re additionally aerodynamic, disc brake particular, with a hooked, tubeless suitable rim profile optimised for wider tyres, even when the 20mm inner rim has been eclipsed by latest releases. They’re a strong all-around wheelset. And once more, they appear good in Dogma F, and that’s value double-digit watt positive factors.

Aesthetics apart, the DT Swiss wheelset by no means missed a beat all through the long-term assessment on the Dogma F. Alternating between clincher and tubeless setups, the ARC 50 wheelset felt quick, stiff, and steady in blustery situations. That stability was an added bonus I solely actually appreciated when swapping the ARC 50s throughout to different bikes, because the Dogma itself is considerably prone to a random facet gust. The wheels are as true because the day they arrived, regardless of by no means a lot as checking the spoke pressure.

In actual fact, the extraordinarily loud freehub was the one slight quibble I discovered with the wheelset. I had riders ask me, “are your wheels okay” on an nearly each day foundation, however hey, some folks like loud freehubs.

One situation I did have with the wheels Pinarello has chosen right here really has nothing to do with DT Swiss or the ARC 1400s. As talked about, the ARC 1400s have carried out completely admirably over the previous fourteen months, however however, they’re DT Swiss’ second-tier ARC wheelset. Technically, the ARC 50 1100 is DT Swiss’ top-of-the-line wheelset within the new ARC Dicut vary. The primary variations are using DT’s previous-generation DT Aero Comp spokes and an improve from DT’s very good 240 hubs with metal bearings to the 180s with ceramic bearings. Whether or not the upgrades are value the additional dough or not will not be the purpose right here; reasonably, given the worth of the Dogma F, spending that a lot cash, I’d count on each side of the bike to be absolutely the premium providing.

Sticking with what I count on when spending over 12 thousand kilos, the Talon built-in handlebar requires a particular head unit mount, which isn’t solely not included within the worth of the bike, but additionally prices a further 70 kilos. Not cool.

F for: Quick

A motorbike isn’t just a sum of its components or perhaps a reflection of its RRP, although, so how is the brand new Pinarello Dogma F on the open highway? The reply in a single sentence could be one thing involving, stiff, quick, and a body of two halves with loads of surprises.

After the preliminary positively stunning weight test, throughout the first few pedal strokes, the brand new Dogma already clearly communicates its stiffness and responsiveness credentials. Chopping on the pedals rolling out of the drive, the response to every downward enter of energy is a jolt-like burst of forwarding momentum as if I used to be flung like a frisbee.

Out on the open highway, the entrance finish immediately identifies itself as equally stiff. The Most Talon built-in bar stem gives zero discernible flex, whereas the entrance finish didn’t a lot as blink at no matter measly dash energy and higher physique power I might ship. Mixed, the bar and front-end stiffness present on the spot response to any enter by way of the hoods or drops.

Oh, was {that a} floor imperfection or a rumble strip?

The mixture of this backside bracket and front-end stiffness had me feeling like Richard Carapaz climbing out of the saddle. Purpose the bike at any incline with a tailwind and the spectacular preliminary acceleration is barely matched by the Dogma’s unrelenting eagerness to dash uphill.

All that stiffness does come at a price, although. Using the brand new Dogma, you don’t a lot really feel each bump on the highway as undergo each imperfection and ripple. Granted, my native roads are removed from the dreamy floor of a freshly tarmacked Tour climb, however the Dogma appeared intent on reminding me of that on each experience.

Regardless of dropping tyre pressures proper down into the fifties (PSI), all that stiffness nonetheless made for a chattery experience really feel on something however the smoothest surfaces. That chattery experience and supreme stiffness weren’t helped by the deep aerodynamic profile of the Talon handlebar tops. I by no means might discover a comfy hand place on the tops, and driving the Dogma F throughout the cobbles of Belgium and Northern France, my palms felt like they had been on hearth by the top of every sector. My expertise with the Talon on the cobbles each makes Dylan Van Baarle’s Roubaix win much more spectacular and, mixed with the shorter drop and attain on the bars, may also clarify why he spent a lot time within the drops versus the normal “on the tops” cobble-conquering place.

Oh, was {that a} floor imperfection or a rumble strip?

My mushy palms apart, and aware of the actual fact the vast majority of Dogma outings will characteristic precisely zero Belgian pavé, that stiffness clearly has some advantages. As talked about earlier, this bike rewards out-of-the-saddle efforts. Climbing even the steepest of gradients, the outright refusal of the Dogma’s entrance finish and decrease half to flex whatever the energy enter offers a sensation that the bars and body are delivering each ounce of vitality to the wheels unrivalled by most bikes.

Out of the saddle on climbs, the Dogma F had me feeling like a World Tour professional on the assault. Whereas sprinting full fuel the Dogma felt lightning fast and arrow straight. Mixed with the steady and low backside bracket, that front-end stiffness means the Dogma delivers extremely exact and responsive dealing with at pace. Even sprinting with all my would possibly, the Dogma’s pinpoint precision in a straight line meant I used to be in a position to select smoother strains on the floor as if time had slowed down, and I abruptly had Mark Cavendish’s sprinting psychological capability, even when the watts had been nonetheless means off.

The Dogma F feels most at residence going uphill, get within the drops and assault for the complete expertise.

F for: Body of two halves

It’s not all stiffness and precision, although. Contrasting the Dogma’s entrance finish and decrease half stiffness is a substantial diploma of lateral flex within the rear higher half of the body. The brand new thinner seat and prime tube profiles could also be, as Pinarello claims, lighter and extra aero, however, as I came upon, additionally ship considerably extra flex. This flex is most evident throughout seated efforts, or any indoor driving, which causes the seat tube, seat put up, and saddle to swing like an inverted grandfather clock pendulum, laterally flexing all the best way up from the brand new seat keep junction.

Given all of the stiffness talked about earlier, you might be considering a little bit of seat tube and put up flex could possibly be a very good factor. Sadly, being laterally compliant and vertically stiff, I discovered the Dogma seat tube to be the inverse of that common bike trade catchphrase. Vertical stiffness is one factor. We count on quick, aero, racing bikes received’t provide the smoothest experience. However lateral flex north of the seat stays isn’t one thing we come throughout too typically.

Out on the highway, this flex manifests itself, as talked about earlier, throughout high-power seated efforts, but additionally by way of nearly any medium to high-speed nook. Throw the Dogma into any such nook, and the Dogma’s nice preliminary turn-in precision will get misplaced someplace mid-bend, typically with reasonably frightful penalties. Fairly than rail a high-speed nook, as each sensation suggests it’s about to, the Dogma typically has different concepts, and is derived them on you with out warning.

Trip a nook with any weight on the saddle, and this flex within the seat put up appears to trigger a shift in physique weight, veering the bike mid-corner as if I’ve abruptly corrected strains to keep away from an impediment on the highway. Correctly attacking a descent and lifting some or all of my weight off the saddle definitely improves the rear finish’s capacity to observe the entrance, seemingly confirming my seat tube suspicions.

CyclingTips world tech editor, James Huang, had a Dogma F in for a couple of rides and observed an identical sensation, explaining he felt, “the Dogma is stiff underneath energy and stiff upfront for exact dealing with. The steering precision is nice, however the again finish doesn’t observe in because it ought to.”

Medium and high-speed corners apart, the Dogma additionally saved me on my toes elsewhere. Pinarello claims the brand new Onda fork will not be solely aerodynamic however really utilises the wind at sure yaw angles to create a sail impact, nearly propelling the bike ahead. Whereas I can neither verify nor deny the aerodynamic elevate, driving 4 bikes again to again on the identical course in the identical situations, the Dogma strikes me as far more prone to crosswinds. Moreover, the Dogma’s chic high-speed stability (in steady wind situations) is contrasted by a wandering entrance finish at decrease speeds. It’s a sensation I keep in mind from my F8 days, and for a lot of, will likely be a suitable trade-off for high-speed stability. Unsurprisingly, the Dogma prefers going quick.

Lastly, on the brand new Dogma’s experience really feel, as talked about earlier, Pinarello touts its Suppose Uneven construct development philosophy, pointing to the design’s asymmetrical resolution to the asymmetrical drive forces exerted on a bicycle. All through the assessment, I felt the asymmetry really extends to the underside bracket and crank place relative to the centre of the bike, and by extension, relative to the centre of, nicely, me. My cleats, toes, and stance simply by no means appeared the identical as they did on different bikes. My left stance felt too broad, whereas my proper facet felt too slim. Adjusting the cleat place to compensate each created hotspots on my toes from the brand new cleat place and the other sensation once I jumped again onto different bikes.

Undecided if I used to be shedding my marbles or if the Pinarello asymmetry was taking part in tips on my thoughts, I finally needed to measure the pedals relative to the centre of the body. Lo and behold, the cranks and pedals are offset by roughly half a centimetre to the non-drive facet of the body. My sensations confirmed, I set about making an attempt to right the difficulty. Was a misplaced spacer or another situation throwing the cranks out of whack? Seemingly not. Regardless of double and triple-checking the whole lot and taking part in about with spacers that had no place in a SRAM DUB backside bracket, nothing might right for the offset.

I’m very delicate to suit, so whether or not or not most riders would ever discover the offset, I’m not certain, but it surely’s there, and it in all probability shouldn’t be.

With reference to backside brackets, the Italian backside bracket within the Dogma is, let’s say, in step with custom, which ought to be admired in a world of typically pointless, typically foolish, marginal positive factors. And, hey, a minimum of it’s threaded.

Pinarello formally states the Dogma F is appropriate for tyres as much as 28mm, in actuality, I’ve spent many a kilometre with 32 mm Continental GP 5000 S TRs measuring 33 mm broad at 50 PSI on Hunt’s Limitless 48 Aero wheels with out situation.

Talking of part modifications, strapping a 54 tooth chainring to the Dogma gave it a brand new lease of life, one other mark towards that cyclocross chainring mixture. The one different part I modified on the Dogma over the course of the 14-month assessment was the saddle. Once more, I discovered the Most Lynx Extremely Quick to be an extremely good saddle, I fortunately mounted it on different bikes. However the sheer stiffness and highway buzz from the Dogma had me swap to a kind of fancy 3D-printed tremendous comfortable saddles. Additional cushioning will not be one thing I normally search for in a saddle, but it surely was a welcome addition to the Dogma.

Residing with Dogma F

Pinarello’s chunky curvy tubes should not for everybody, however this Dogma’s aesthetics grew on me in a means the F12’s didn’t.

Pinarello has made some massive claims with the brand new Dogma, and mixed with its lofty price ticket, World Tour beating squad, and dominant ancestry, the brand new bike exudes supremacy. Because the saying goes, although, it is advisable reside with somebody to see their true facet. Residing with the Dogma has been a combined bag.

The Dogma is mild(ish), stiff, and climbs faster than you possibly can say “F for quick”. Moreover, what the Dogma lacks in experience comforts, it greater than makes up for with brash appears to be like. The Dogma was the discuss of virtually each avenue and group experience it dawned over the previous 14 months. Most individuals I spoke to immediately admired the Dogma, curvy tubes and all. And, I, for one, wasted numerous hours admiring how briskly it appears to be like simply sitting nonetheless.

Granted, magnificence is within the eye of the beholder, and as handsome, as it might be, I discovered the paintwork brittle and fragile, particularly on the prime of that ultra-narrow seat tube which is already displaying indicators of flaking.

Then there’s the subject of setup and upkeep. After all, a contemporary racing rig is unlikely to ever rival a basic steed relating to serviceability and adjustability. The Dogma, for example, options inner cable routing. Insert your individual opinion on hidden cables and hoses right here, however so far as the Dogma goes, it’s not the worst or anyplace close to the perfect routing I’ve seen. The simply detachable cut up spacers and clear aesthetics are offset by the recognized rear-end ache that’s hoses routed wholly internally by way of the handlebar. The wi-fi SRAM AXS eliminates a shifter wire, however the brake hoses nonetheless traverse by way of the headset bearing. That mentioned, after a 12 months of driving, together with by way of an Irish winter, the Dogma headset reveals no indicators of decay but. But.

The rearward-facing seat put up clamp screws provide easy accessibility, however Pinarello’s determination to retain the rear tyre-spray-collecting seat put up clamp and go for T20 Torx head screws is every kind of disappointing. It’s eight years for the reason that launch of the F8, and that rearward-facing clamp was a recognized situation on that just about decade-old bike. The uncovered screws accumulate grime, seize, and get rounded very simply. Granted, Pinarello has recognised that situation and switched to a forward-facing clamp on the brand new Grevil F, so right here’s hoping the subsequent Dogma replace options one thing related.

I say “the subsequent Dogma,” however in dropping the numerical differentiator with the brand new Dogma F, the place does Pinarello go from right here? The model has lengthy touted it doesn’t imagine in devoted climbing and aero bikes, and Fausto Pinarello insists a 53 cm body ought to weigh at least 850 grams whether it is to retain Pinarello’s dealing with and sturdiness targets.

That mentioned, the Dogma F12 confronted fierce criticism over its weight, and whereas Pinarello has set about correcting that with the Dogma F, one might argue the load financial savings discovered within the seat tube are the one main flaw with the brand new body. Maybe Fausto had some extent.

The Dogma F is the primary within the F sequence but to win a grand tour, and its probabilities of correcting that earlier than the virtually inevitable bi-annual replace from Pinarello appear restricted.

Is the Dogma F the explanation a Grenadier hasn’t received a Grand Tour up to now fourteen months? In all probability not. Is the F the perfect Dogma ever? Additionally, in all probability not. May the no-number Dogma be the final hurrah for the enduring moniker, probably? With a brand new reign of devoted aero bikes, presumably extra aero and measurably lighter than the Dogma F seemingly on the best way, one has to imagine the Ineos Grenadiers tech heads are pressuring Pinarello to give you one thing related. Pinarello’s insistence on creating “a single bike to deal with all situations” would possibly come underneath the highlight if the Dogma is each heavier and fewer aero than its youthful, lighter and quicker rivals.

I wish to go away you with a query I couldn’t fairly reply. Sponsored World Tour riders apart, who’s the brand new Dogma for? It appears too dear for best riders to abdomen or threat as their devoted race bike, regardless of being stiff sufficient to shake your fillings out and quick sufficient to have you ever wanting like a pet with its head out the automobile window. Even those that will race it might want to fork out a bit additional for an influence meter and a much bigger chainring or two.

But the Dogma F appears too harsh and aggressive for the non-competitive rider with a spare 12k and in search of a ravishing murals with a flexible gearing and none of that energy measuring non-sense, as a result of who desires to go quick sufficient to appear like a pet shedding its tooth fillings anyway?

In a uncommon flash of Pinarello symmetry, it appears to me the Dogma F might be not the proper bike for both rider.

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