Pinarello Dogma F10
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