The best race all-rounders in the test: The Pinarello Dogma F

Concept

"As soon as you start pedalling, it becomes clear that the Dogma is a pure racer." These were the words used by TOUR to describe the Dogma 60.1, which established the race all-rounder category more than 15 years ago. The concept is still valid today, and the current generation is intended to be a suitable base for many racing bike situations.

In the lab

Although the Italian flagship received an update last summer, it is visually and technically similar to its predecessor. The Ineos Grenadiers' workhorse makes the biggest leap in weight. The new model saves 100 grams, which can be attributed to the wheelset and cockpit. The excellent aerodynamics remain virtually unchanged. An expected result, as Pinarello optimised the tube profiles minimally, but only spoke of an improvement in the drag coefficient (CdA) of 0.2 percent. The stiffness and comfort test bench also confirmed our impression after the first ride in the Dolomites: The Dogma F is not necessarily one of the most stable and comfortable high-end bikes.

Driving experience

The Italo racer acknowledged fast descents with a somewhat undefined steering behaviour, but you can get used to this after a few kilometres. The Pinarello responds directly to rough surfaces, with the tubeless tyres compensating somewhat for the low suspension comfort of the aero seatpost. Despite the slight weaknesses, the powerful Dogma remains true to itself as a "pure racer". The unusual design with compact cranks is presumably intended to appeal to a wider audience. However, the extremely stretched seating position is not necessarily everyone's cup of tea. And then there's the price.

That's what you get for your money

Only two candidates are more expensive than the Dogma F; Pinarello is keeping the prices of the other two equipment variants a secret. The Italians have the so-called F series for the smaller purse. The models are based on the professional version, but are sometimes significantly heavier and not as aerodynamically optimised.

Pinarello Dogma F: Info & test grade

• Price: 14,900 Euro
• Weight of complete wheel: 6.9 kilos
• Aerodynamics: 209 watts
• Frame sizes: 43/46,5/50/51,5/53/54/55/56/57.5/ 59.5/62 (test size greased)
• TOUR grade: 1,9

Geometry

• Seat/top/head tube: 520/550/146 millimetres
• Stack/Reach/STR: 562/386 millimetres/1.46
• Stack+/Reach+/STR+: 614/584 millimetres/1.05
• Wheelbase/caster: 990/59 millimetres

Equipment

• Drive/gear shift: Shimano Dura-Ace (2x12; 50/34, 11-30 t.) | Shimano Dura-Ace (2x12; 50/34, 11-30 t.) Grade: 1.0
• Brakes: Shimano Dura-Ace (160/140 mm) | Grade: 1.0
• Tyres: Conti Grand Prix 5000 S TR 28 mm (eff.: 29 mm) | Grade: 1.0
• Impellers: Princeton Peak 4550
• Impeller weights: 1111/1458 grams (front/rear)

Measured values

• Weight of complete wheel: 6930 grammes | Grade: 2.0
• Air resistance: 209 Watt | Grade: 1.7
• Front stiffness: 7.1 N/mm | Grade: 2.3
• Bottom bracket stiffness: 58 N/mm | Grade: 1.3
• Rear comfort: 193 N/mm | Grade: 3.0
• Comfort front: 108 N/mm | Grade: 3.0

Advantages and disadvantages of the Pinarello Dogma F

• Plus: Top aerodynamics, powerful acceleration, eleven frame sizes
• Minus: Extremely expensive, hard set-up, ride stability could be improved

All 13 bikes in the comparison test

• Cannondale SuperSix Evo Lab71
• Canyon Aeroad CFR AXS
• Cube Litening Aero C:68 SLX
• Factor Ostro VAM
• Giant Propel Advanced SL
• Pinarello Dogma F
• Rose XLite Unltd Dura Ace Di2
• Scott Foil RC Ultimate
• Specialised S-Works Tarmac SL 8
• Stevens Arcalis
• Storck Aerfast.5 Pro
• Trek Madone SLR 9 AXS
• Van Rysel RCR Pro
• All 13 race all-rounders at a glance

How TOUR tests

Weight (25 per cent of the overall grade): The weighed complete wheel weight in the standardised test wheel size of 56-57 centimetres counts for the evaluation. However, we also show the wheel weights for orientation purposes. The grading scale is designed so that the physical effect of weight and aerodynamics on the average speed is comparable for an average route profile of 1000 metres in altitude per 100 kilometres. For orientation: The aerodynamic optimisation of the bike can compensate for up to almost four kilograms of weight on such a route. Simultaneous top marks in weight AND aerodynamics are mutually exclusive, but there are racing bikes that find a very good compromise. If the route is more hilly than our reference route, weight becomes more important; if the route is flatter, aerodynamics become more important.

Air resistance (25 per cent): Dynamically measured in the wind tunnel, with TOUR dummy, rotating wheels, moving legs and over a wide range of flow angles. Summarised to an aerodynamic grade for typical environmental conditions.

Front stiffness (10 per cent): Important parameter for steering precision and confidence in the bike at high speeds, determined in the TOUR laboratory. The overall stiffness is determined on the fully assembled frame set, i.e. including the fork. The stiffness values are capped. The aim is not an infinitely stiff frame, but one that is sufficiently stable to ride.

Bottom bracket stiffness (10 per cent): Reveals how much the frame yields under hard pedalling, for example when sprinting. This measurement also takes place in the TOUR laboratory, with realistic clamping in which the frame can deform as it would during riding.

Rear comfort (10 per cent): A measure of compliance under road shocks, measured in the TOUR laboratory. A suspension travel is measured when the seatpost is loaded. The measured value correlates very well with the riding impressions and the feeling of comfort. Good marks also mean decent riding dynamics, which have a positive effect on speed on poor roads.

Comfort Front (5 per cent): The deformation of the handlebars under load is determined in the same way as for the rear. A good score means a lot of suspension comfort, which takes the strain off your hands on long rides. However, strong sprinters who want a lot of stiffness should look for stiff handlebars.

Switching (5 per cent): The shifting characteristics are determined in the driving test. It is not the price or the quality impression of individual components that is assessed, but exclusively the function of the entire gearbox. For example, the cable routing, the quality of the cables and the mounted chain also play a role.

Brakes (5 per cent): As with shifting, the test on the road also counts here, and the experience from our countless tests of brakes is also incorporated into the assessment. It is not the component itself that is evaluated, but the function of the interaction between brake body, pads, rims or discs and cables as well as cable routing: How well can the brakes be modulated? How durable are the brakes, how long are the braking distances?

tyres (5 percent): Rolling resistance and grip are evaluated - as far as known from one of our independent tyre tests or on the basis of driving impressions.

The overall score is calculated arithmetically from the individual scores weighted differently (percentages in brackets). It primarily expresses the sporting qualities of the bike.

>> We have compiled all the information about our test here.