Pinarello Dogma F 2025 Shimano Dura-Ace Di2 first ride review 

Pinarello has revamped its flagship race bike, with all-round revisions to improve aerodynamics while saving weight. 

It all adds up to a claimed 0.2 per cent decrease in CdA (coefficient of aerodynamic drag) and a 108g claimed frameset weight saving. 

What’s more, the new bike also sports boosted tyre clearance for 30mm rubber, a new carbon construction and an updated integrated cockpit. 

For full details of the new Dogma F, be sure to check out our news story on the launch. 

My very early impressions, based on a single 52km ride, are that Pinarello has achieved its goal of subtly improving its race bike. 

Perhaps unsurprisingly, it certainly feels like it’s a bike designed solely for its Ineos-Grenadiers race team rather than the average consumer. 

Pinarello Dogma F 2025 first impressions 

Despite the many changes, the new Dogma F remains a bike only Pinarello could have concocted, with its trademark asymmetric tube shapes. 

The Dogma F uses a new Toray M40X carbon construction, which Pinarello claims has a 53gpa (Gigapascals) tensile strength advantage over the Torayca T1000 1K carbon construction of its forebearer. 

It’s predominantly found at the new ‘Aero-Keel’ bottom bracket junction, which is particularly girthy, with the increase in surface area claimed to increase airflow. 

The down tube has also been completely redesigned and is much thinner than its predecessor. Paired with the slimmer head tube, where its volume and nose area width has been reduced by 8mm, both are instrumental in improving the bike’s aerodynamic performance. 

The decision to effectively enlarge the surface area of the head tube behind the headset rather than in front (like the conversation-starting Speed Sniffer on the Specialized S-Works Tarmac SL8) has a more aesthetically pleasing result, in my opinion.  

The other frame details are more slight, but everything adds up in the grand scheme of things. 

The thru-axle inserts are in-moulded into both dropouts, so they are invisible from the outside face, which looks very clean. 

The seat clamp has also lost the wedge that previously sat behind the seatpost, with the twin T20 Torx bolts now threading directly into an in-moulded insert. Although Pinarello says the new construction is more resistant to dust and debris, this seat clamp location wouldn’t be my first choice given it’s right in the firing line of the rear tyre. 

Pinarello has also refined the head of the seatpost to save weight, but you can breathe a sigh of relief that the post’s dimensions are identical to the previous Dogma F and Dogma X, so they’re both inter-compatible. 

The revised head tube meant Pinarello had to rethink the headset and fork steerer tube, with the new bike using a 1.5in upper and 1 ¼in lower headset bearing. 

The new fork steerer is now elliptical in shape and the hydraulic hoses are routed in front rather than either side of the steerer. 

A new MOST Talon Ultra Fast integrated cockpit is a critical part of the bike’s secret sauce, claimed to account for almost 50g of the weight savings. The new bar adopts a wider 7-degree flare on the drops and the tops are canted further inward for a more aerodynamic position while remaining in keeping with UCI regulations. 

All in, it’s a classy-looking bike that doesn’t compromise on Pinarello’s signature features. Being extremely picky, I would have done without the graphics that cover the smart dropouts to make them more of a standout feature. 

The Dogma F’s geometry is largely unchanged, except for the fork rake, which has been increased to 47mm to improve the bike’s descending stability.  

The bike continues to be offered in 11 sizes, and kudos to Pinarello for offering the integrated cockpit in 16 permutations. This is far more extensive than many competitor brands and should mean, bar the handlebar rotation, you can really dial in the fit. 

Pinarello Dogma F 2025 build 

Although the Dogma F Shimano Dura-Ace Di2 commands a pretty fierce RRP of £12,600 / $14,500 / €14,500, it's £700 less than the Dogma X released last year. However, you don’t get a power meter on this build, as you do with the Dogma X Shimano Dura-Ace Di2– something many may consider an omission on such a bike.

That said, there is an equivalent Dogma F Shimano Dura-Ace Di2 with a power meter, but at the time of publication, Pinarello has not released pricing details. 

You get a full Shimano Dura-Ace Di2 R9200 groupset, with Pinarello speccing a 50/34t crankset and a relatively tight 11-30t cassette. Although some may bemoan the small chainring size, I prefer this compared to if Pinarello had specced a 52/36t example with a wider 11-34 cassette because of the bigger jumps between cogs. 

The Princeton CarbonWorks Peak 4550 wheels account for almost a third of the bike’s asking price on paper, retailing for $3,150. They’re a racing wheelset designed to balance aerodynamics, stiffness and light weight, and claimed to weigh 1,480g. 

The signature waved carbon rims vary between a 45 and 50mm depth and are laced to White Industries hubs. They sport a 21mm internal rim width, which is the norm, if slightly on the narrower end of the spectrum. 

The 28mm-wide Continental GP5000 S TR tyres were set up tubeless on the rims.  

The rest of the spec comes courtesy of MOST, Pinarello’s in-house component brand. My test bike had a 44cm-wide bar (equating to 42cm centre-to-centre, because Pinarello measures outside-to-outside) and a 120mm stem length. 

The only thing arguably missing from the build is a premium headset. Pinarello specs a CeramicSpeed SLT headset on the Dogma X and the outgoing Dogma F. These are self-lubricating, corrosion-resistant bearings, which are backed by a lifetime warranty. 

Because of the change in headset standard, Pinarello has instead specced “a headset with double-sealed bearings and an aluminium cage”. 

Considering the headache involved in changing a headset with integrated cable routing, a more premium option would put my mind at ease.  

Pinarello Dogma F 2025 first ride impressions 

I attended the press camp in Alta Badia in the Dolomites in Italy. This first ride review is based on a single 52km ride around the famous Sellaronda route with 1,680m of elevation packed in. 

It had been raining before the ride and the forecast was for more rainfall. While we were lucky to have a dry beginning, it chucked it down for about two thirds of the ride, even hailing at one point. The Dogma F didn’t stay shiny for long. 

The bike fitted me well and because of the wet conditions, I dropped my tyre pressures down to 63psi at the front and 65psi out back for my 74kg weight. 

Despite the prevailing conditions, though, the Dogma F felt distinctly like the Pinarellos that have preceded it, with an efficient, taut ride quality. 

I haven’t ridden its immediate predecessor, so my points of reference for this review are the Dogma F10, the Dogma X and my own GAN K Disk, all of which share some genetic heritage. 

Of the entire 52km route, perhaps 500 metres of it was on flat terrain – so I very quickly got a flavour of how the bike climbs and descends, but its aero credentials and performance on less mountainous terrain are unproven. 

Considering I’m a cautious descender and the bike was unfamiliar, I was surprised just how sure-footed the Dogma F proved. 

The route was littered with hairpins and, despite the adverse weather, the bike felt poised and never ventured off-line unexpectedly. 

It’s quick to react when you need to correct your line and Pinarello says it wanted the bike to have this characteristic. 

Even at speeds in excess of 40mph / 62kph, the bike felt easy to control. This is somewhat paradoxical compared to the more endurance-based Dogma X, which I’ve found begins to oscillate at higher speeds if it catches the wind. 

I felt the updated seven-degree flare of the drops of the new MOST Talon Ultra Fast cockpit gave me more control, but I’d like to spend more time living with the ergonomics of the handlebar before delivering my final verdict on it. 

Of course, the 28mm-wide Continental GP5000 S TR tyres (which are highly regarded in the BikeRadar office) instil confidence too, with their tenacious grip and low rolling resistance. 

While you can fit a 30mm-wide (as measured) tyre, the clearance is not as roomy as its rivals – the Specialized Tarmac SL8 can accept up to a 32mm tyre and the Cervélo S5 34mm, for example. 

Pinarello says designing the frame around a wider clearance would negatively impact on the bike’s stiffness – clearly more a sign of its Grand Tour intentions than what a consumer may want. 

As such, this will limit the Dogma F’s versatility if you want to run wider rubber. 

I wasn’t quite as enamoured with the bike heading uphill, though, on this first ride. Although it felt balanced at both the front and rear, it seemed to lack the sheer urgency of the Dogma X, which rewards ascending the harder you stamp on the pedals. 

In theory, the new Toray M40X carbon construction should translate to a more urgent-feeling bike. Further testing on familiar roads will reveal more, but the more aggressive position of the F compared to the X could be playing a role, while the 30mm shorter stack puts more weight over the front end. 

Although the route wasn’t an ideal indicator of the bike’s aero performance, one thing’s for sure: the Dogma F certainly felt stiff. 

It seemed a little choppy on some brief broken surfaces on a straight road and I felt some excess vibrations transfer to my hands on one descent with some speed bumps. This is despite running slightly softer tyre pressures for the wet testing conditions. 

I wouldn’t call the bike uncomfortable after one ride, but I got the definite sense it's designed to win races rather than be an all-day partner (perhaps unsurprisingly). 

Pinarello Dogma F 2025 initial verdict

Pinarello seems to have made beneficial improvements to the Dogma F. The bike feels race-ready and I came away particularly impressed by its descending performance from the confines of my limited first experience. 

However, I’m not sure how practical it will be for the average consumer on less-than-perfect surfaces and I’d like to better understand its climbing and flatland characteristics before drawing confident conclusions there. Further testing, as ever, will reveal more.

That said, there’s no reason to think the latest Pinarello Dogma F won’t be competitive in the heat of battle at the highest level.