In recent years, Pinarello bikes, and the Dogma in particular, always seem to find the top step of the podium. It doesn't matter if it’s a 3-week grand tour, semi-classic, 1-week stage race, or a monument, and those palmarès speak volumes to how versatile the bike is. It also doesn't hurt that World Tour juggernaut Team Sky, a squad that is well known to place a huge emphasis on marginal gains, is piloting the bikes to all those victories and of course, if you're Pinarello, you can't rest on your laurels. After a few redesigns, the Dogma F8 was replaced with the Dogma F10 in 2017 to further push the limits of frame design and help with Team Sky's goal of global domination. Shortly after that, Pinarello graced us with the Dogma F10 Disk, bringing powerful and well-modulating brakes to the party. While we haven't seen the disc versions under Sky riders, we frankly feel discs better match the high-performance nature of the frameset. When looking at a sports car or motorcycle specs, brakes are never, ever sacrificed in an effort to save weight and in fact, it's considered just as an important piece of performance as anything under the hood. We've decided to have a little bit of fun with a build and load up the frameset with a full Shimano affair offering a complete bike that is pro-worthy and the Dogma F10 Disk Dura-Ace 9120 Complete Road Bike is ready to take your cycling to the next level.
Pinarello didn't have to go completely back to the drawing board as it was dealing with some pretty good stock already with the F8. In fact, the geometry and material composition are the same as the F8, with a few subtle tweaks creating the F10 that we're sure more than satisfies the team of marginal gains. Updates contribute to 7% more stiffness and 6.3% less weight. Not game changing, but it could make the difference when 6-hour races are decided by a bike toss at the line.
One thing Pinarello never seems to get caught up in is the gram war. Yes, they do offer the featherweight F10 X-Light, but that is such a specialty frame with a low weight limit that we've really only seen under the likes of Froome. Features like stiffness, durability, and aerodynamics are far more important to the racer especially with pro bikes having to add weight these days just to get them to the UCI minimum weight limit. We'll gladly trade a few grams of weight for solid pedal strokes out of the corners, punching it up short, steep climbs and bridging gaps before the day's selection is made. The F10's bottom bracket exhibits the stability in spades, turning pedaling input into forwarding propulsion no matter the cadence or wattage input.
The efficiency extends to the rest of the frameset with the tapered head tube and oversized tubing helping the bike negotiate fast sinuous descents with complete confidence. As we alluded to above, the F10's geometry is a carryover from the F8, refined through decades of framebuilding and the rigors of racing, that conspires with the frame's stiffness to make quick work out of tight crit corners and tricky alpine descents alike. With handling chops like that, it's no surprise this bike is constantly voted as a top contender by various cycling journalists and online publications.
Frame angles remain unchanged between model generations, and we also see classic Dogma asymmetry returning with a few subtle changes allowing Pinarello to hit those new performance metrics. Pinarello has used asymmetry in some form since 2009 to efficiently handle the extra forces on the driveside created by pedaling loads, without adding undue weight. Compared to the F8, the F10's asymmetry is more pronounced on the top tube and the seat junction for handling the additional torsional torque on the right-side of the bike. Pinarello's tests indicate that these minor adjustments make the frame stiffer and lighter. If they're not solely responsible for the 7% and 6.3% improvements listed above, they're certainly key contributors.
For aero queues, Pinarello didn't have to go far and it looked to its Bolide TT frameset for inspiration. The sculpted aero tubes reduce drag and it gives the F10 that immediately recognizable silhouettes that certainly stands out in the peloton. Pinarello has some aerodynamic features that specifically address the fact that disc brake bikes aren't as slippery to the wind. Starting right at the front end of the fork at the dropout, Pinarello already learned in wind tunnel testing that the introduction of a quick-release lever causes a disproportionate gain in drag. A disc brake caliper dirties up the air even more, so the addition of the "fork flap" is included which is an extra fin of material tucked right under where the flat mount caliper resides. Pinarello's numbers indicate that the fork flap reduces drag on the leading edge by 10% compared to a non-flap fork.
The next area of the frame where Pinarello waved its aerodynamic magic wand was the water bottle cage mounting area. Carrying water is essential when riding any time of year and it sought to improve the area where a significant area of drag occurs with bottles mounted. The down tube was carefully designed to serve as a shield for the trailing bottles and seat tube, reducing the drag of the frame's entire main triangle by 12.6% when compared with the F8. Look closely and you'll notice the newly introduced concavity on the back of the down tube just below the bottle cage bosses. By relieving this section, Pinarello found that the frame better controls airflow, reducing the turbulent wake that results in drag. Like on the F8, the F10 offers two sets of rear cage bosses, which the brand credits as part of the F8's overall 47% reduction in drag when compared with the Dogma 65.1.
The F8 introduced us to the FlatBack profile and this came to fruition with the Italian/British collaboration of Pinarello and Jaguar. Over 70 frame configurations and 300 CFD (Computational Fluid Dynamics) analysis cycles led to the FlatBack profile. Much like its name, FlatBack is an ovalized face paired with an abruptly truncated back half. This shape manages the detachment of airflow at multiple yaw angles, reducing the drag effect of the dead air in the tubes' wake.
This technology, while less than a decade old, is included on all leading aero frames utilizing a similar Kamm tail shape versus the traditional NACA shapes we grew up with. The abbreviated trailing edge avoids the instability and drag that true NACA shapes produce when yaw angles shift, so windy training and race days don't require wrestling your bike for hours on end. This ultimately leads to less fatigue and improved handling so you can save some matches for later on.
For the frame's construction, Pinarello trusts the carbon geniuses at Toray, whose Japanese factory produces arguably the most consistent, highest quality, and most reliable carbon composite in the world. By taking advantage of Toray's composite expertise, Pinarello is able to use a minimal amount of material throughout the whole bike without compromising drivetrain stiffness or the frameset's structural integrity.
Compared to a Dogma 65.1—which was built with, and named for, Toray's 65HM1K—the F10's inclusion of T1100K carbon drops frame weight by around 75g while the asymmetric frame shaping helps ensure that this weight loss doesn't affect a corresponding loss in stiffness. Typically, a higher modulus carbon fiber is great for increasing drivetrain rigidity and encouraging snappy handling, however, it can be tricky to work with and is often brittle. Pros crash often and they need their bikes to survive to finish a race. To help increase durability, Pinarello incorporates Toray's NanoAlloy technology, which infuses the composite matrix with nano-metric (that's one-billionth of a meter) polymers. The NanoAlloy polymers are introduced to the composite matrix as part of the resin, so they effectively occupy the spaces between the carbon fiber, where they introduce an element of plastic deformation to the material. Collectively, they act as a network of shock absorbers in order to dissipate the force from violent, high-speed impacts.
So by now, you've got to be asking yourself with the lightweight and higher stiffness, will translate to a rougher ride? In addition to the NanoFlex technology discussed above, the F10 has a tweak that addresses this stiffness by connecting the seatstay cluster below the seat junction directing road noise into the frame's main triangle rather than right into the seatpost. The stays themselves maintain the traditional Pinarello wave with a bit more subtlety than the curvaceous stays we first remember seeing on Pinarello's late-00s Opera bikes beneath the riders of Illes Balears. That slight curve adds flex, much like a leaf spring and only on the vertical plane keeping the rear triangle stiff without transmitting every pebble in the road to your backside. This helps because the FlatBack tube shape on the seat tube requires a proprietary aero seatpost that isn't quite as plush as a round 27.2mm post. While it won't ever possess the magic carpet ride of a steel bike with pencil thin stays, it isn't harsh considering the F10 is built for efficiency and speed.
Ensuring that the frames ride qualities are preserved across all frame sizes, the joints, tubes, and other key structural areas are shaped and reinforced to account for the additional leverage and increased power of bigger cyclists. Therefore, a 5'6" Kenny Elissonde will get the same ride feel, handling, and responsive as the Brit Ian Stannard, who stands at 6'3".
Pinarello's design ethos values integration and we see this with the cable routing, hiding both gear cables and hydro lines, and its electronic integration. Even though this bike is built with Shimano's excellent Dura-Ace hydro/mechanical groupo, the E-Link feature which houses Shimano's EW-RS910 E-Tube junction at the forward end of the down tube makes going to Di2 and running an internal battery preserving the frame lines in the future an easy affair.
Of course, we can't praise Pinarello's bottom bracket choice enough, with the Italian brand opting for an Italian threaded bottom bracket shell in favor of the creak and imperfect tolerances of PressFit models. Carbon shell tolerances have improved over the years but it still can't match the ease and precise nature of threads and we're sure the Team Sky's mechanics are as thrilled as we are.
For the build, it's all Shimano from the group to the wheels and the cockpit. The tubeless all carbon C40 disc wheels match the frame's all-around demeanor and offer just enough depth to cheat the wind while looking great on the bike.
Shimano's R9100 mechanical group shifts so well and precise it makes us wonder what's all the hubbub about electronic groups? Shimano's subsidiary component brand PRO provides the stem and bar and, like the frameset, have electronic integration capabilities if you choose to do that down the road.
Finally, the frame provides clearance and the bike come spec'd with 25mm tires, which have effectively replaced 23s as the new racing standard due to the increased cornering traction, better comfort, and decreased rolling resistance inherent in tires with greater air volume. The dropouts on the front and rear use 12mm thru-axles and the flat-mount calipers are set up to work with 160mm rotors but different adapters allow use for 140mm.