The Takeaway: A smooth and graceful all-around race bike. But it’s expensive.

  • 11 frame sizes
  • Improved weight, stiffness, and aerodynamics
  • Rim-brake version

Price: $6,950 (frameset only), $14,500 (as tested)
Weight:
15.4lb (51.5cm, SRAM Red eTap AXS)

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With the Tour de France starting in a few day’s time, at least one team will be on an all-new race bike. Team Ineos—highly favored to win the Tour as always—will be aboard Pinarello’s newest race bike, the Dogma F.

The company eliminated the numbered naming scheme that began with the F8 and carried through the F10 and F12. I heard some Pinarello representatives refer to the new bike as the F14, but officially, it’s just the Dogma F. And in a few years when this Dogma F is succeeded by the new generation, that bike will also be the Dogma F.

Below you’ll find all the details of the new bike, as well as my commentary and review.

pinarello dogma f
There’s no mistaking a Dogma for any other bike.
Matt Phillips

Pinarello Dogma F—What You Need To Know

    • In stores September 6
    • 110Kg/242lb. weight limit
    • 11 sizes—two less than F12
    • Claimed weights (size 53, unpainted): 865g (disc frame), 860g (rim brake frame)
    • Only compatible with electronic drivetrains
    • Dogma F disc brake frame kit is 265 grams lighter than Dogma F12’s
    • Dogma F rim brake is 3.2 percent more aerodynamic than Dogma F12 rim
    • Dogma F disc brake is 4.8 percent more aerodynamic than Dogma F12 disc
    • Dogma F is 12 percent stiffer at the bottom bracket than Dogma F12
    • Rim and disc brake versions
    • Rim brake version is lighter than the disc version
    • Disc version more aerodynamic than rim brake version
    • Only compatible with Pinarello’s MOST internally routed stems
    • German-made 3D-printed titanium saddle-rail clamps
    • 28mm maximum tire clearance
    • E-Bike version “likely”
    pinarello dogma f
    All-around aero.
    Matt Phillips

    Was Pinarello right all along?

    Let’s travel back to early 2014 when Pinarello launched the Dogma F8. This model was a total redesign and rethink of the Dogma platform—previous editions traced their design back to the original, magnesium Dogma from 2004—and the first with aerodynamic shaping.

    Aerodynamics was very much a thing in 2014, but most brands who made race bikes had two bikes: an all-in aerodynamic bike and a lightweight “climbing” bike. Some of the climbing bikes had small aero touches, but weight and stiffness were the primary concern.

    In the Specialized line, it was the Venge (aero) and the Tarmac (light); Trek had the Madone (aero) and the Emonda (light); Canyon—Aeroad (aero), Ultimate (light); Cervelo—S5 (aero), R5 (light); Giant—Propel (aero), TCR (light).

    And if a brand didn’t make two racing frames, they made the climbing frame—Cannondale with the SuperSix Evo of the era, and Colnago with the V1-r (Colnago rolled out its aero race frame, the Concept, in 2016; Cannondale joined the category in 2018 with the SystemSix).

    Pinarello never went this route. The F8 had some aerodynamic optimization but wasn’t as all-in on aero as the Venge or S5. The F8 was light, but not as crazy light as the “climbing” bikes of the era like the Emonda and the SuperSix Evo.

    Instead, Pinarello balanced aerodynamics with stiffness, weight, and comfort in one race frame that was light and aero enough for all conditions. And it stuck to this formula: the F10, F12, and the new F are all a bit lighter, a bit more aerodynamic, and a bit stiffer than the generation before—geometry remains the same through all generations—but Pinarello still makes only one all-around race frame.

    The considerable success of Pinarello’s race team, Team Sky/Ineos, aboard the Dogma seems to validate this approach. Where you saw the teams sponsored by Specialized, Trek, and the rest switching between their light and aero bikes depending on the race or the stage, Team Sky/Ineos was winning the biggest races in the world but always on the same bike, only swapping wheels as the conditions merited.

    pinarello dogma f
    Clean and integrated.
    Matt Phillips

    The Dogma F8 in 2014 had dropped seat stays, an aerodynamic seatpost, a narrow head tube, a threaded bottom bracket (Italian threaded, of course), and a moderate 860-gram frame weight (claimed, unpainted).

    Six years later, in mid-2020, Specialized rolled out its newest Tarmac. It has dropped seat stays, an aerodynamic seatpost, a narrow head tube, a threaded bottom bracket, and a claimed frame weight of 800 grams. Significantly, Specialized said this new model was so good that there was no longer a reason for the Venge aero bike. Specialized sponsored teams would only race the new Tarmac. It is one bike that is light enough and aero enough for all race situations.

    Six years after the Dogma F8, the newest generation of the Trek Emonda launched. Previously, Trek made the Emonda as light as possible, with no aerodynamic concessions. But the design brief changed with the new Emonda: it got a bit heavier but a whole lot more aerodynamic. Maybe it’s just a coincidence, but the new Emonda’s downtube looks a whole lot like the Dogma F8’s downtube. And the new Emonda got a threaded bottom bracket too. Since this bike’s launch, the Madone, already the team’s ‘B’ bike, has seen even less use.

    Colnago’s V3Rs, launched in 2019, is another light bike that gained significantly more aerodynamic tuning in its latest generation. Since its launch, the brand’s full-aero Concept hasn’t seen much use by team riders, as they seemingly prefer the all-around capabilities of the V3Rs.

    There’s a new version of Cervelo’s R5 coming soon—Jumbo Visma riders are aboard prototypes now—and Canyon should unveil a new version of one of the oldest frames in the pro peloton, the Ultimate, soon. If I were to guess, both will employ a balanced design: One bike for all conditions.

    Race bikes are a funny thing. They’re designed for the world’s best cyclists to use in specific conditions and events. Yet most race bikes don’t get raced, and their riders are decidedly more average. The rigors of professional racing combined with the UCI’s regulations and a greater understanding of aerodynamics seem to push brands towards the same answer to the question, “How do you make the ultimate bike for professional racers?” Those answers then become our bikes because of the UCI’s regulations that force brands to sell us the bikes their team’s race.

    I’ve ridden many of the race bikes that come out of the UCI’s—almost literal—mold and most are very good—if you want the feel of a race bike and are okay with its compromises. Honestly, I find the performance of all of them so close that the best and smartest rider on their day can make any of them look like the best bike just by winning with it. That’s the reason why Pinarello pays so much to sponsor the world’s best race team.

    Even so, seven years ago, Pinarello launched a race bike with a balanced formula of weight and aerodynamics. It was against the trends of the time, but ultimately it proved highly successful, and it seems other brands now agree that one bike for all conditions is the ultimate race bike.

    pinarello dogma f
    A down tube like no other.
    Matt Phillips

    Pinarello Dogma F—What I Don’t Like

    I had a couple of functional issues with the Most Talon Ultra integrated bar/stem. The drops have an oval aero shape, with the narrowest part of the oval right where I put my hands. For whatever reason, this shape was, within a few minutes, incredibly adept at causing my right hand to go numb.

    I also found the bar/stem too soft (I used the 420mm width, measured outside to outside, with 110mm extension). This probably contributes to the Dogma F’s surprisingly smooth ride (more on this below), but when pulling on the bar hard (sprinting, climbing), I could feel it flexing, and I could see the hoods dip under hard braking. If this were my daily driver, I’d want to change it to something stiffer though the bike is only compatible with a bar with internal routing.

    The Dogma F’s price is also steep. The frameset price is $6,950 (without the bar and stem—that’s another $950) for a non-custom frame made in Asia. Yes, I know the Dogma has a “made in Italy” sticker on it, but that’s more of a quirk in Italian laws than a guarantee of the manufacturing facility’s location. The Dogma’s frame gets painted and logoed in Italy, but it isn’t laid up and molded in Italy. For comparison, Argonaut’s USA-made RM3 frameset sells for $6,250 with pre-designed (stock) geometry but a custom layup and many finish options (a full custom RM3 frameset is $7,750). A Specialized S-Works Tarmac (SL7) frameset runs $5,500. A Trek Emonda with an almost identical build to my $14,500 Dogma F test bike is $2,500 less—and the Trek comes with a power meter while the Dogma F does not.

    The Dogma is a semi-boutique bike, but even so, its frame price reaches into, or above, the clutches of some extremely desirable semi-custom or even full custom small-builder frame, and it is quite a bit more expensive than other top-of-the-line race bikes

    pinarello dogma f
    I wish this bar/stem was a bit stiffer.
    Matt Phillips

    I’m certain Pinarello will have no issues selling the Dogma F to questionably-fast masters racers from Visa to Valencia, California. Still, it’s hard for me to say the Dogma F is a superior race frame than the $1,500 cheaper S-Works Tarmac or a better dream bike than the $700 cheaper Argonaut RM3.

    It is also—for a high-end road racing bike, a bit heavy. The Trek Emonda I reviewed had a similar build to my Dogma F review bike but weighed 14.75 pounds—more than a half-pound less than this Dogma F.

    Pinarello Dogma F—What I Like

    Maybe I’ve just grown used to Pinarello’s styling, but I think the Dogma F is a good-looking bike. The best looking of the F-series so far. The rough outline is like other racing bikes, but it does so in a unique way. That alone is an achievement—no one will mistake the Dogma F for any other bike, which you can’t say about other racing bikes.

    But for all its style and flourish, the Dogma F is a competitive and purpose-built road racing bike. But it is a unique ride.

    The handling—the geometry carries forward from the F12—is slightly calmer than a Tarmac or Emonda. The steering is reactive, not hyperactive, and the F’s movements are nimble, not restless. Quicker handling bikes do feel more explosive and “faster” overall, but I prefer a race bike that handles like the Dogma because I find it more relaxing to ride in a bunch, and I find it more confidence-inspiring at high speeds. With the Dolomites in Pinarello’s back yard, you can see why the Dogma is so good for descending steep and curving mountain passes.

    Of everything about the Dogma F, its smoothness surprised me the most. It is, I think, a shockingly damped and compliant bike. My review bike came with somewhat skinny Pirelli (tubed) clinchers, and even though I had to run them in the low 80s, the Dogma still floated over bumps. It was so smooth that I diverted off one of my typical pavement test loops to hit a dirt road alternate to test the Dogma’s ride further—it puts some gravel bikes I’ve ridden on that sector to shame. It’s also very planted in corners tracking over undulating bumps without becoming upset or skipping.

    pinarello dogma f
    Super skinny, but stout, seatpost.
    Matt Phillips

    The 28mm max clearance on this bike seems low—the Tarmac fits up to 32s—but it’s so smooth that I don’t think it is an issue. Besides, despite the capability baked into some modern bikes, I have yet to see riders consistently stuffing big tires in their road racing bikes. If running 32s on a road racing bike becomes a significant trend, I’ll rethink my position. Still, until then, I think 28mm clearance is satisfactory for a bike solely intended for riding on pavement.

    Between its smoothness and graceful handling, the Dogma F doesn’t have the explosive feel of an Emonda or many other racing bikes. I’m sure this will be a drawback for some riders, but don’t be fooled: Dogma is a fiercely, almost sneakily, fast bicycle. It is light and aerodynamic enough that, in the same weather conditions and at the same power, I was 40 seconds faster up a 2.2-mile-long climb (five percent average grade) on the Dogma than the race bike used just a few days before. Frame stiffness is superb, too: there was nary a noticeable wiggle from any part of the frame when sprinting, climbing, or throwing it into a corner. However, as I noted above, the bar/stem is the exception.

    I was worried that the extremely narrow and deep seatpost might be too rigid fore/aft and too soft side to side, but that worry proved unfounded. It’s a solid platform for high output pedaling in the saddle without a harsh ride. And the 3D printed titanium saddle clamp bits are a neat touch you won’t, at the moment, find anywhere else. The post-clamping system worked well too. It looks a bit insubstantial, but I had no slip, even after bouncing my way down some dirt roads.

    A few final details I like. I love that Pinarello offers 11 frame sizes (the Emonda and Tarmac come in eight). More sizes mean more riders can get their preferred fit. The threaded bottom bracket is also a nice touch when maintenance is due. I got a good reminder why when I was at my local shop and watched two mechanics struggle to remove a press-fit bottom bracket bonded into a carbon frame. And I’m also super happy to see that Pinarello developed a rim brake version of their newest, fastest race frame. I suspect this is primarily because of the influence of Team Ineos, but even so, it’s nice to give riders the option, even if Pinarello predicts that 90-percent of the Dogma F’s sales will be disc brake.

    pinarello dogma f
    There’s no other race bike like the Dogma F.
    Matt Phillips

    Pinarello Dogma F—Final Thoughts

    The Dogma F continues the legacy that began with the Dogma F8: a fast race bike that excels in all situations and leaves little question in the rider’s mind that they’re aboard the right tool for the conditions of the moment. Its steady handling and smoothness—many years ago, one of our testers called the F8 a “Velvet Hammer,” a nickname that suits the Dogma F as well—might surprise some riders, but it gives this high-performance race bike daily-driver usability. Unlike some race bikes, you don’t have to be in the heat of a race to enjoy this bike.

    Headshot of Matt Phillips
    Matt Phillips
    Senior Test Editor, Bicycling

    A gear editor for his entire career, Matt’s journey to becoming a leading cycling tech journalist started in 1995, and he’s been at it ever since; likely riding more cycling equipment than anyone on the planet along the way. Previous to his time with Bicycling, Matt worked in bike shops as a service manager, mechanic, and sales person. Based in Durango, Colorado, he enjoys riding and testing any and all kinds of bikes, so you’re just as likely to see him on a road bike dressed in Lycra at a Tuesday night worlds ride as you are to find him dressed in a full face helmet and pads riding a bike park on an enduro bike. He doesn’t race often, but he’s game for anything; having entered road races, criteriums, trials competitions, dual slalom, downhill races, enduros, stage races, short track, time trials, and gran fondos. Next up on his to-do list: a multi day bikepacking trip, and an e-bike race.