Pinarello Dogma F10

Procycling - - Contents -

Pinarello gave their flag­ship Dogma frame an up­date in time for Chris Froome to ride it to his fourth vic­tory in the re­cent Tour de France. The Brit’s wins in 2015 and 2016 had been on the Dogma F8, a bike which counted more than 90 pro wins and was the Ital­ian com­pany’s most com­mer­cially suc­cess­ful bike in its 65-year his­tory. It showed con­fi­dence on Pinarello’s part to up­date the F8 to this model, the F10.

But how dif­fer­ent is the F10 to the F8? At first, the dif­fer­ences are sub­tle. The down­tube has grown a bit in depth and width and the Onda for­ward-arch­ing fork has gained small tabs be­hind the dropouts.

The re­shap­ing of the down­tube is straight from Pinarello’s Bolide TT frame de­sign, which widens at its midriff and has a hol­low on the top to fit around a wa­ter bot­tle. Pinarello claim this gives a 12.6 per cent aero gain over the F8’s down­tube, con­tribut­ing to a 3-4 per cent over­all gain in aero per­for­mance. The top end of the bot­tle hol­low now also in­cludes a slot (with a bolted cover) into which a Di2 e-junc­tion box can be fit­ted, re­mov­ing the need for the stan­dard un­der-stem mount­ing. This cleans up the front end, in both aero and aes­thetic terms.

The small wing-like tabs be­hind the fork dropouts help con­di­tion noisy air­flow from this bulky bit of for­ward-fac­ing ma­te­rial, an­other small im­prove­ment de­rived from the aero de­vel­op­ment work on the Bolide. In an on-trend move, the forks and back end have been re­shaped to more read­ily ac­cept wider rims and tyres. Our test bike was fit­ted with bril­liant 25c Vit­to­ria Corsa G+ rub­ber, which fit com­fort­ably. The in­creased vol­ume in the down­tube also means a more sub­stan­tial con­nec­tion at the bot­tom bracket and this in­creases the over­all stiff­ness. Pinarello tell us they’ve been able to re­duce the ma­te­rial used, drop­ping the claimed frame weight from 875g (53cm) on the F8 to an im­pres­sive 820g on the F10.

Tech up­dates are all well and good, and aero gains are al­ways nice to have even if prov­ing their worth to the non-pro rider is hard to quan­tify. How­ever, it’s out on the road where we want to find a dif­fer­ence, and with the F10 we’re se­ri­ously im­pressed. Even com­ing off the back of test­ing an F8 re­cently (with full Team Sky spec­i­fi­ca­tion at that), the F10 rides bet­ter in pretty much ev­ery re­spect and that is start­ing from a pretty high wa­ter mark.

The geom­e­try is ag­gres­sive. On our 57.5cm model with a low 584mm stack and rea­son­ably long 394mm reach, the wheel­base was less than a me­tre, the head an­gle a sharp 73.7 de­grees and the seat tube a clas­sic 73 de­grees. All this made the F10 a fast-re­spond­ing yet very sweet-han­dling speed­ster. It’s so nim­ble to turn and snappy to ac­cel­er­ate, and the low-slung ag­gres­sive rid­ing po­si­tion en­cour­ages fran­tic bouts of speed and the con­fi­dence to weave through tight turns and zip be­tween fel­low rid­ers at will.

What does come in huge con­trast to this is how smooth it feels, There’s no doubt that Team Sky’s in­flu­ence on Pinarello de­sign has paid div­i­dends es­pe­cially with the Dogma line, with each suc­ces­sive model in­cre­men­tally get­ting lighter and more con­sid­ered aero­dy­nam­i­cally. But the big­gest fac­tor is that of­ten de­rided com­po­nent of great bike de­sign:

com­fort. It shouldn’t be con­sid­ered a dirty word, as a more set­tled rider means a faster rider. If the ride feels smooth then you can con­cen­trate on per­for­mance rather than tens­ing and tir­ing thanks to a harsh ride.

Some of that could be down to the beau­ti­ful tyres and tra­di­tional low-pro­file alu­minium Ful­crum Rac­ing Zero wheels but we are cer­tain the new chas­sis brings much more re­fine­ment to the road than pre­vi­ous-gen­er­a­tion mod­els. When we switched out the al­loy wheels for no­tice­ably stiffer and mas­sively deeper Zipp NSW 454s the F10 still felt sweetly smooth. The Rac­ing Ze­ros are un­doubt­edly one of the best all-al­loy wheelsets around. How­ever, they are an £850 pair­ing, which is a lit­tle un­der the level of what we’d ex­pect on a bike at £7,750, es­pe­cially one run­ning a non-elec­tronic groupset.

The semi-wing-shaped Most car­bon bar takes plenty of sting out of the road and its 3K fin­ish matches the F-Se­ries car­bon stem per­fectly. Most is Pinarello’s in-house line, and while us­ing in-house com­po­nents can usu­ally send out sig­nals of cost cut­ting, the Most parts fit­ted here were de­signed specif­i­cally for this chas­sis and to work in uni­son

The F10 is a true clas­sic in the mak­ing, mix­ing re­spon­sive han­dling with smooth­ness in an in­tox­i­cat­ing inal blend

aero­dy­nam­i­cally (hence the teardrop shap­ing to the stem’s hindquar­ters and ded­i­cated cap and spac­ers). This is more about a sys­tem than a spread­sheet. The sad­dle is a clas­sic car­bon-railed Fizik Ari­one, which is also well suited to the bike, with its long thin shape giv­ing plenty of room to move. The flat-top pro­file makes it easy to get a low aero rid­ing po­si­tion.

Our bike came with the lat­est me­chan­i­cal Dura-Ace 9100, which re­ally is the finest me­chan­i­cal group out there right now. The shift­ing has got a bit more snap than the out­go­ing 9000 group, with a much more me­chan­i­cal feel at the lever. The new caliper brakes have a wider jaw, which fits big­ger tyres, and they have a pro­gres­sively pow­er­ful feel. If you’re not pre­pared to em­brace the sig­nif­i­cant ad­van­tages of disc brakes just yet then the 9100 Dura Ace brakes are the next best thing.

I liked the en­durance friendly 50/34, 11-28 gear ra­tios that set out this par­tic­u­lar F10 as a for­mi­da­ble all-rounder. That said, I can’t help but think the ad­di­tion of a 52/36 would give it a lit­tle more speed po­ten­tial and if you’re look­ing to a bike for rac­ing this gear­ing would be a given. How­ever if you are look­ing towards sportives or en­durance events, the 50/34 will give a much eas­ier ride.

Taken as a whole, the F10 is per­haps Pinarello’s great­est achieve­ment to date. It takes the F8’s su­perb DNA as its start­ing point, but blends im­prove­ments in aero­dy­nam­ics with prac­ti­cal im­prove­ments like im­proved tyre clear­ance and more con­sid­ered

in­te­gra­tion of elec­tronic driv­e­trains. To do all this and re­duce the weight at the same time is im­pres­sive.

The F8 was a ma­jor leap for­ward for Pinarello af­ter the Dogma 65.1 which both Wig­gins and Froome rode to Tour vic­tory in 2012 and 2013, as it in­tro­duced the idea of in­te­grated de­sign and highly con­sid­ered aero­dy­nam­ics, not to men­tion bet­ter ride qual­ity and lower frame weight.

The F10 im­proves this fur­ther. The im­prove­ment is not quite as sweep­ing as the step up the F8 made from the 65.1 but there are still worth­while in­cre­men­tal gains, and the big­gest and most suc­cess­ful im­prove­ment is in ride feel. In re­cent his­tory, hav­ing aero­dy­namic ad­van­tages in a race bike meant com­pro­mises in ride qual­ity and fur­ther com­pro­mises with extra weight. Pinarello have a true next-gen­er­a­tion aero road ma­chine with no weight penalty for drag re­duc­tion (im­prov­ing on the F8) and with a smooth ride that wouldn’t be out of place on the most com­fort-ori­en­tated sportive ma­chine.

If you are al­ready an F8 owner, the im­prove­ments, while im­pres­sive, may not be enough to swing towards an up­grade as the F8 is still a for­mi­da­ble ma­chine (and is still in the Pinarello sta­ble). But if you’re con­sid­er­ing a switch to disc brakes then the re­cently an­nounced F10 disc might be ideal.

The F10 is a true rac­ing clas­sic in the mak­ing, mix­ing re­spon­sive han­dling with smooth­ness in an in­tox­i­cat­ing fi­nal blend. How­ever, in this guise it comes with a se­ri­ously ex­pen­sive cost of en­try when you con­sider it ‘only’ has a me­chan­i­cal groupset (al­beit the finest me­chan­i­cal group around) and only comes with stan­dard alu­minium wheels. How­ever good they are, they do look out of place on such a pre­mium priced ma­chine.

It feels great to ride and is with­out the in­tim­i­dat­ing over-stiff harsh ride that can blight race bikes. The Pinarello F10 is an ac­ces­si­ble ma­chine for all deep­pock­eted rid­ers.

The F10 o fers aero gains and weight re­duc­tions, as well as a smoother ride than pre­vi­ous mod­els

There are aero ad­van­tages ev­ery­where through­out the Dogma F10 frame

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