Verdict on the Pinarello F9 Dura-Ace Di2 test
Das F9 fährt mit 1,8 eine Traumnote ein und erobert sich im TOUR-Testprotokoll einen Platz unter den besten Race-Allroundern. Dass das F9 in der Endabrechnung sogar minimal besser dasteht als das fast 4000 Euro teurere Top-Modell, liegt an etwas höheren Steifigkeitswerten des F9; das kann das geringfügig höhere Gewicht nicht schmälern. Damit dürften auch die günstigeren Varianten F7 und F5 attraktive Angebote sein – trotz einfacherer Carbonqualität der Rahmen und damit etwas höheren Gewichts. Die unverkennbare Optik, das ebenso markante Fahrverhalten und der Traum, eine italienische Rennrad-Ikone zu fahren, sind günstiger kaum zu haben.
Data and facts about the Pinarello F9 Dura-Ace Di2
| Weight | 7.14 kg |
| Drivetrain | Shimano Dura Ace Di2 |
| Front brake | Shimano Dura Ace |
| Wheelset | Most Ultra Fast 45 |
| Front tire | Pirelli P Zero Race 700 x 30c |
The Pinarello Dogma F is probably the epitome of a dream bike for many cyclists. The racy Italian professional bike has an unmistakable design, a resounding name that is as traditional as it is victorious - and is unattainably expensive for the vast majority of amateur cyclists. The flagship model, which is only available as a complete bike with the most expensive component groups, costs around 15,000 euros. This makes it one of the most expensive production racing bikes ever.
Those who don't want to afford this can fall back on an offer that the traditional manufacturer from Treviso has been making to dreamers since last summer. The comprehensively revamped F-series is intended to make the Dogma's looks and riding characteristics accessible to a wider audience with its own frame and more affordable components. Now, 11,000 euros for the top-of-the-range F9 version we tested is by no means a bargain. After all, the professional models from the other major manufacturers also play in this league. But still, the price difference between the F9 and the Dogma F is equivalent to a good mid-range racer with electric gears. Our test bike comes with the top Dura-Ace groupset from Shimano, which makes technical comparisons with the Dogma easier. Things get more interesting when you look at the other variants of the F series. With Shimano Ultegra or SRAM Force, the bike is said to cost 7900 euros, which at least brings it close to the competition; the entry-level F1 model is available with Shimano's mechanical 105 drivetrain and aluminium wheels for 3,400 euros. This is still comparatively expensive considering the basic equipment. But it is unmistakably a Pinarello.
Even experts might struggle to visually distinguish the F frame from the top model. With its distinctive, curved fork and aerodynamic tube shapes, the F9 looks like an identical twin of the Dogma. From the seat post to the seat stay connection and the massive bottom bracket area to the small aero wings on the dropouts of the fork: almost all frame elements have been adopted from the top racer. This also applies to the most important add-on parts. The one-piece handlebar unit corresponds to the top model, as does the seat post, whose seat clamp is refined with small titanium parts even on the F9. The only visible difference is the seatpost clamp, which on the F9 is integrated into the top tube in front of the seatpost rather than at the rear of the seat node. More invisible is the slightly larger tyre clearance; instead of 30 mm, the F series can take 32 mm wide tyres.
This inevitably raises the question of where savings have been made on the model. According to company communications, the F series is made from a simpler carbon fibre, which should make the bike somewhat heavier, and there are fewer available frame sizes. However, with a total of nine sizes (instead of eleven for the Dogma), Pinarello still offers significantly more choice than the competition.
Differences? Rather theoretical
The risk of confusion continues, even through the ride test. The geometry has a decidedly sporty cut, the riding position is unreservedly professional and race-ready. The F9 has a powerful acceleration and razor-sharp handling. In fast downhill bends, it needs an experienced hand on the handlebars, but it tracks cleanly. We would bet we were sitting on the Dogma if we didn't know any better. The striking similarity naturally makes us curious as to how much of the Dogma's technology is in the F9. To work out the differences, however, we'll have to call on the TOUR lab; despite all our experience, we couldn't feel them in the riding test with the best will in the world.
On the scales, the difference to the Dogma F dream bike is surprisingly small; at 7.1 kilograms, the second-series model can easily keep up with the professional racer. Specifically, there are less than 200 grams between a Dogma F that we were able to test last year and the F9 shown here with the same drive unit. Around 100 grams of this is accounted for by the different wheels, which on the F9 come from the company's own brand Most and are fitted with slightly wider tyres. These take some of the toughness out of the bike, as the F9 reacts just as directly to rough surfaces as the Dogma: both bikes are relatively firm compared to the competition.
We were particularly excited about the wind tunnel measurement, where the F9 also had to prove itself aerodynamically. We had expected a slightly worse result due to the simpler wheels and wider tyres, but the F9 surprised us positively here too: with 209 watts of resistance at 45 km/h, it achieved exactly the same value as the top model in our test setup. The measurement with the reference wheels shows, on the one hand, that the difference between the framesets is within the measurement accuracy; on the other hand, the aero potential of the F9 (as with the Dogma) is not yet fully utilised with the standard wheels. With aerodynamically better wheels and aero tyres, the bike could be brought close to the 200 watt limit, which means it doesn't even have to hide from specialised aero bikes.
Dream bike with a dream grade
So it's no wonder that the F9 achieves a dream score and takes a place among the best race all-rounders in the TOUR test report. The fact that the F9 is even slightly better than the almost 4000 euro more expensive top model is due to the slightly higher stiffness values of the F9; this cannot detract from the slightly higher weight. This means that the cheaper F7 (Shimano Ultegra or SRAM Force, €7900 each) and F5 (Shimano 105 Di2, €5400) variants are also likely to be attractive offers - despite the simpler carbon quality of the frames and therefore slightly higher weight. The unmistakable look, the equally distinctive riding behaviour and the dream of riding an Italian racing bike icon can hardly be had for less.
Strengths and weaknesses
We liked that:
- Top aerodynamics
- Many frame sizes
That works better:
- Mediocre comfort
- not cheap in the top version either
Jens Klötzer
Editor
