New Pinarello Dogma F: Italian brand takes a 'marginal gains' approach to its latest flagship bike

When you think of Pinarello, you probably think of the Dogma. Such has been the success of the range on the pro stage since it launched in 2002, that the Italian brand’s range-topping bike has garnered an almost legendary status. In the last decade, that has been helped by the bike’s distinctive design, which, while altered through each iteration, has maintained an individuality that has made it instantly recognisable.

Like almost all other major bike brands’ flagship bikes, the Dogma was subject to a series of fairly drastic changes through the last decade. That resulted in its “definitive” Dogma F in 2021, losing the numerical monikers like the F12 and F10 that identified previous versions. There were few things to dislike about that pro-orientated superbike, and it seemed like there was little room for drastic changes to improve things with a new Dogma.

But Pinarello says it has done just that with its new bike, which maintains the Dogma F name. You won’t be surprised to hear that it's said to be stiffer, lighter, and more aerodynamic, but while some of the changes may be less perceptible, there are some real tangible differences to the last iteration.

Frame design

Many of the design choices on the new Dogma F have been informed by Pinarello’s partnership with Ineos Grenadiers, using both anecdotal feedback from the riders as well as data gathered by the team.

For years, the team has been riding and testing X-Light versions of the Dogma series, which features a stiffer and lighter high-modulus carbon fibre than Pinarello’s regular bikes. The new Dogma F has adopted that carbon layup, called Torayca M40X, to vastly improve lateral stiffness, the brand claims.

Pinarello insists it has “never followed the trends of other manufacturers” and has always produced a “single frame capable of delivering exceptional performance on any terrain”, something which it has tried to keep in balance on the new bike. This is where the brand says its work with Ineos Grenadiers perhaps had the biggest impact, as it tried to find an “equilibrium” between aerodynamics and lightweight.

In short, Pinarello took data from Geraint Thomas’s 2022 Tour de France ride and analysed whether more gains could be made by making the bike more aero or lighter. It concluded that “minor improvements in CdA and rolling resistance were in fact more valuable than saving weight” over varied terrain, and therefore focused on reducing the bike’s drag coefficient by 0.2%. That’s unlikely to make the bike feel starkly different to most riders, but Pinarello says its aims were always to make a “series of minor yet important improvements”, including still reducing the frame weight by 108g.

To achieve that aero improvement, the bike's downtube has been redesigned and its lateral thickness reduced. The headtube too has been reshaped and is slimmer and deeper than previous iterations. Slimming down the headtube has meant the steerer has been redesigned too, and is now an elliptical shape with small diameter bearings. That is likely to mean users won’t be able to use standard-shaped stems on the Dogma, although Pinarello has not confirmed that.

The other change to the headset sees the internal cable routing now routed through to the front of the steerer, rather than from the sides as the previous edition did, although no word on whether that improves the ease of building or changing setups.

The last major change to the frame is around the bottom bracket, which looks much more distinct than the last Dogma. Pinarello says it is a result of the downtube being “rotated by 3.5° to create a keel shape” that brings with it a 1.2% improvement in aerodynamics of the bottom bracket.

Other changes

The new Dogma keeps the unique Onda fork shape, though this is said to be slimmer and more aero than previous versions, and now accommodates up to 30mm tyres (the same clearance as the rear). It certainly looks neater, Pinarello having covered the shortened thru-axle hole on the drive side, which it likewise has done on the rear stays. The other significant change to the fork improves the handling of the bike according to Pinarello, having increased the rake from 43mm to 47mm to improve stability at high speeds.

Elsewhere, the frame now features an integrated seat clamp which is moulded into the carbon of the frame. While that’s a weight-saver, says Pinarello, it also improves “cleanliness” by reducing the “amount of dust and sweat that can get inside”. The clamp is still operated by two bolts on the rear of the seat tube.

The frame otherwise largely works with what went before, and still features Pinarello’s proprietary asymmetric frame shape which it claims produces a more “balanced response while pedalling”.

New bars

Perhaps the most tangible change to the bike from a user perspective will be the redesigned integrated handlebars. If Pinarello says it hasn’t followed the trends when it comes to frame design, it certainly has with its new Talon Ultra Fast handlebar, which now features narrower widths and a “natural twisted lever position” with 7mm of flare in the drops. That’s to allow riders to have their shifters pointed inwards more safely, a trend that’s spread through the pro ranks in recent years as riders search for more aerodynamic positions.

Pinarello has always measured its bars end-to-end and the sizes on the new bars still range from 400mm to 460mm in 20mm increments. However, the “levers width” ranges from 340mm to a maximum of just 400mm, meaning that stock builds of the Dogma F are going to feel very pro upfront if you aren’t used to using narrower bars. The brand says the new bars are also slimmer and lighter than the previous versions.

Builds

The new Pinarello Dogma F will be initially available in six colours and is disc brake and electronic groupset only. You’ll be able to choose from a build with DT Swiss Arc 1400 wheels paired with ether Shimano Dura-Ace Di2 (power meter optional) or SRAM Red AXS. Likewise, those groupsets can be paired with Princeton Peak 4550 wheels instead. If you’re a Campagnolo fan, there is also a Super Record Wireless build with Bora WTO 45 wheels. The lightest build quoted by Pinarello is the SRAM Red AXS with Princeton wheels setup, which weighs a claimed 6.63kg in a size 53 without pedals or bottle cages.

Pinarello’s biggest seller is still individual framesets, so you’ll be able to purchase the new Dogma F as frameset only. For those wanting a rim brake build, Pinarello says it will continue to make the previous version of the Dogma F as a rim brake frame.

Prices for a complete build start at £12,600/€14,500/$14,500, while framesets start at £5,500/€6,700/$6,950.

First ride impressions

I was able to get hands-on with the new Dogma F in the Dolomites, riding the 50km Sella Ronda loop that passes over notable climbs including the Passo Campologo, Passo Pordoi, and Passo Sella. While the weather wasn’t playing ball and some sideways rain threatened to put a dampener on things, I was able to at least get a sense of the new bike up and down the climbs.

I wouldn’t say the feel of the bike has been drastically changed from the last version. The Dogma series has always been one of the most responsive bikes when accelerating from my perception and that hasn’t changed here. The bike felt light and nimble as it had before, and I was particularly impressed with how planted and confident it felt at speed on very wet descents.

I really like the new bars; I think that’s a significant improvement that needed to be made to bring it up to date, and the narrower position really makes you feel in tune with the racy and aggressive nature of the bike.

I’m hoping to be able to spend a lot longer on the new Dogma F soon, so stay tuned for a full review later in the year.

For more information visit the Pinarello website.