Pinarello has long been associated with winning races at the highest level in pro cycling, with the Dogma line cementing itself as one of the most recognisable and expensive bikes in the peloton.
The brand from Treviso, Italy, occupies solid ground at the very highest eschelon of the sport, renowned for its top-end, no-expense-spared race bikes. However, with the launch of the original F Series in 2023, much like the Prince ranges that came before it, F Series aimed to offer the same race pedigree to a broader range of riders at more attainable price points.
(Image credit: Neal Hunt)
The F Series
The F series sits below the top-of-the-range Dogma, but should offer lots of the same race-crafted ride quality of its top-of-the-tree sibling. This new model is designed for those looking to race or simply go fast, whether that’s in crits, road races, gran fondos and sportive events, or just beating their mates on the weekend cafe ride. Those looking for a more relaxed or all-road option are better covered by the X range, which runs parallel to the Dogma and F series ranges and features bigger tyre clearances and a more relaxed geometry for increased comfort.
The lineup spans from the entry-level F1 to the F9, comprising a total of five models. All share the same geometry and family resemblance, but differ in the grade of Toray carbon, integration, and components specified. The result is a range that allows you to buy into Pinarello’s handling and DNA at multiple levels, rather than being forced to stretch to the out of reach for many, high pricing of the top flight, Dogma F. It makes the F Series not just a more compelling proposition within Pinarello’s catalogue, but also a serious alternative to some of the mainstream players out there.
Frame and design highlights
(Image credit: Neal Hunt)
The design takes clear cues from the Dogma but reins in the sharp lines in favour of something slightly softer. One feature copied from its more expensive stablemate is the E-TICR headtube, which features forward cable routing, an Oval steerer tube, and smaller bearings for a cleaner look and narrower frontal area, which should provide an aero benefit. However, no wind tunnel data is supplied at launch.
The fork is also slimmer, with a 47 mm rake that should inspire stability at speed. It still retains the unmistakable shape of an Onda Pinarello fork too, with its signature double curve, though it forgoes the smooth, covered-over dropout found on the Dogma F.
Along with the narrower headtube, the F series features a new downtube that is thinner and shaped to offer a more aerodynamic package. This, combined with the new bottom bracket shape, which Pinarello refers to as an aero keel, was first seen on the latest Dogma F models and follows over from those. In keeping with current trends, tyre clearance has increased, but only by a modest 2mm to 32mm. The designers said this was kept relatively tight as the vast majority of their customers run between 28 and 30mm, and if they need more, then they would be better served by the X series. I had no issues with the tyres supplied on my first ride, though I’d prefer a bit more room for wider rubber, given the choice.
Like the rest of the range, the F series uses Toray fibres, but in different versions to meet specific price points. The F9 and 7 both use the T900 variant, which isn’t as stiff or light as the M40-x version or even the T1100 version used on current and previous versions of the Dogma and Dogma F, but it is still a very high-end material. The F5 and 3 use T700, and the base F1 model uses T600. The engineers declined to go into specifics about layups and resin technology, preferring to keep that information to themselves and away from competitors, which makes my job as a journalist a little more complicated, but I understand the sentiment.
Geometry is essentially the same as the more expensive Dogma F range and the previous F series. However, the F series is only available in 9 sizes (42.5 to 58cm) compared to 11 on the Dogma F. I find the sizing from Pinarello a little confusing, I usually use stack and reach as good way of getting a bike to fit pretty well, and fine tune from there but in this case I could ride three different sizes from 51 to 54.5cm. For example, there is only a 3mm difference in reach between the 53 and 54.5 sizes, which strikes me as a bit strange. Luckily, they are sold through bike shops and their own stores, so if you’re unsure about sizing, you can speak to an actual person, to make sure you get the right size for you.
Models higher up the range feature the Talon integrated bar and stem, which now features a slight flare on the drops but retains the unusual but very comfortable triangulated shape on the drops and aero flat tops, while lower-tier builds get a more conventional alloy cockpit that still manages to keep cables hidden by routing them underneath the stem, rather than through it, thereby keeping costs down. The press release information also states that this is to make changes to fit simpler. A stem swap appears to be easier, although a change of bar width would still require the removal of hose fittings and a brake bleed, as they are internally routed.
Model range and specs
At the top of the F Series range sits the F9, built from Pinarello’s premium Toray T900 carbon. The F9 comes equipped with Shimano’s flagship Dura-Ace Di2 12-speed drivetrain and rides on MOST Ultrafast 45 wheels, which FSA builds for Pinarello. In its lightest build, it weighs a little over 7.4 kg, making it the most race-ready machine in the lineup. However, this model will not be available in the UK, presumably because it will be very close to the retail price of a Dogma F once import duties are added.
Finished in a striking Formula Green matte finish, it looks every inch the premium Pinarello, though at €11,000 or $11,000, it is definitely at the higher end. I suspect most riders would forego this model and opt for a lower-spec Dogma F for a similar outlay.
Just beneath it is the F7, which many riders are likely to see as the sweet spot between a high-end frame, a good groupset and wheels at a relatively attainable price (though still not what you’d call cheap). It shares the same T900 carbon frame as the F9, but offers more affordable spec options. You can choose between Shimano Ultegra Di2 or SRAM Force AXS, both paired with MOST Ultrafast 45 wheels and the Talon integrated cockpit. At around 7.8 kg, it’s still a light bike and is available in four colour options – Alabaster White, Starry Red, Formula Green, and Victoria Blue. I rode the red, which looked great, but the Blue looked incredible in the flesh. Pricing is set at €7,900 in Europe, $8,200 in the US and £6,500 in the UK, placing it firmly in line with mainstream rivals like Specialized, Trek and even Canyon.
The F5 moves down to Toray T700 carbon, which, as a material, is less stiff, but it is less expensive to produce. The result is a frame that is marginally heavier and a touch less responsive than the T900, but still carries Pinarello’s trademark handling and geometry. It’s fitted with Shimano 105 Di2 and the same MOST Ultrafast 45 wheels seen on the higher models, meaning it keeps much of the race look and feel. Claimed weight is just over 8 kg, so while it’s not as sharp as the F7 or F9, it’s still a competitive bike in its category. The finish is limited to a stealthy Etna Black matte, which appears more like a dark green/grey up close. Pictures don’t really do the finish justice, as it changes tones from different angles, and the deep, classy finish needs to be seen up close to be appreciated. At €5,500, $6,200, or £5,000, it shares many of its pricier counterparts’ good points. With its lower-cost 105 Di2 groupset, it now makes a fully integrated, carbon-wheeled, electronic-shifting Pinarello almost a bargain.
Beneath that sits the F3, which also utilises the same T700 carbon layup but further paring back to achieve a lower price point. Shimano 105 Di2 remains the drivetrain of choice, but the wheels are swapped for DT Swiss A1800S to keep costs down. At around 8.5 kg, it’s not so lightweight, and a high-end frame like this is crying out for light wheels to make the most of its performance, but if you already have some fancy wheels, this could be just the ticket. Colour options include Interstellar Grey or Alabaster White, with pricing set at €4,500, $5,200 or £4,000.
Finally, the F1 provides the entry point into the F Series. This model is constructed from Toray T600 carbon and, in fact, shares the same frame as the previous generation F series. It still retains the same geometry as the rest of the range and a similar silhouette, but comes equipped with Shimano 105 mechanical 12-speed and Shimano RS-171 wheels. The mechanical groupset is fine by me, shifting mechanically is excellent these days, though I’m not sure the wheels are really up to scratch when compared to the rest of the package and would be my first port of call for an upgrade. It comes in two colour options – Carbon Red matt or Comet Silver shiny, and at €3,400, $3,250 or £3,000, it’s the cheapest way to get on one of Treviso’s finest race bikes.
First ride thoughts
I rode the F7 in Starry Red, equipped with a SRAM Force AXS groupset and MOST Ultrafast 45 wheels, along with their own 30mm-wide Most Competition tyres. From the first pedal strokes, it felt lively and eager as you’d expect from any road bike at this price point, but what really struck me was how familiar it felt. I’ve been fortunate enough to ride many high-end bikes over the years, and this was right near the top of the bikes I’ve enjoyed riding, despite my brief initial test ride.
There isn’t a standalone reason for that either; it’s not the lightest, I’ve ridden stiffer bikes, and it isn’t the slipperiest aero bike I’ve been on either. I think it’s probably more to do with the fact that it’s a good mix of all those elements, and Pinarello’s years of focusing on fast road bikes mean they’ve nailed the ride geometry of their bikes as well. One of my favourite bikes of all time has been the Cervelo R3 disc, which I’d describe as a Goldilocks bike, offering a good mix of weight, stiffness, geometry and cost to make an ideal all-around road bike. The F series, to me, follows in a similar vein but with improved aero credentials and a classier look and feel.
Our test ride took in some smooth North Italian roads around San Pietro Di Felletto, followed by a reasonably long and steep climb and a fast-flowing descent, which gave me enough to think about when riding the F7. Set up was straightforward, though in reality, I could only adjust the saddle height and position, as well as fine-tune the tyre pressures before setting off.
The bike climbed as well as any bike with me on board, offering plenty of stiffness and no sensation of lost power through the pedals, along with a solid and comfortable position when seated and holding the tops of the bars. However, it was on the descent where this bike really shone for me. Despite only riding it for a brief time beforehand, I could let the bike go on the descent, hooking up apex after apex and making quick line changes when the surface wasn’t as smooth as I’d hoped. It can sometimes take a while to gel with how a bike handles, but the F7 felt very composed, urging me to let it hang out as far as I dare, corner after corner.
I was surprised by how much I enjoyed it, actually. Often, a first ride can be overshadowed by minor fit tweaks or niggles, or simply learning a bike’s quirks and tendencies, but none so here. Much of this, I think, can be attributed to Pinarello’s longstanding expertise and years of providing race bikes for the very best riders; put simply, they know how to make a bike handle well at speed. I can’t wait to get one back on my home roads to see if that infectious controlled speed carries over to the less manicured roads of the Peak District, and how it deals with the relatively short but punchy climbs local to me. We will have one on a long-term test over the coming months, so keep your eyes peeled for an in-depth review.
