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Pinarello Bikes

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Pinarella Dogma

Pinarello frames have been ridden to victory in one-day road races like Milan-San Remo, Paris-Nice, Ghent-Wevelgem, Tour of Lombardy, and the Olympic Games. They've held their own -- to say the least -- in stage races as well, including countless stage victories, as well as overall victory, in the Giro d'Italia and the Tour de France. The list of pros who found greatness riding a Pinarello is epic: Cipollini, Indurain, Riis, Zabel, Ullrich, Petacchi, Valverde, and Pereiro top the list. But it's not the Pinarello palmares that make it the most coveted frame brand on the market. As Fausto Pinarello once wrote, "a great bicycle can be great without a great rider. A winning bicycle brings together the expert of the artisan, the latest in technological innovation, a passion for the sport, and a fanatical attention to perfection."

                              

Pinarello has earned a reputation for mastering new tubing technology before other builders even considered experimenting with it -- first Dyna Lite and Excell steel, then SC61.10a and V107 aluminum, and in recent years AK61 magnesium and 50HM1K carbon fiber are some of the cutting edge raw materials used by Pinarello in recent times to manufacture bikes with an exquisite knack for overwhelming their owners' most optimistic expectations. Each time we take delivery on one we unbox something with equal parts artistic inspiration and technical merit. Few frames in the market can match the Dogma Carbon and Paris Carbon for their balance of beauty and ride quality. And these traits trickle down the line of Pinarello bikes, where the FPQuattro, FP3, and FP2 live up to the same standards at more affordable prices. Even if you Don't have a ProTour-caliber sprint you can still delight in Pinarello's groundbreaking designs, their hardheaded attention to detail in production, and their delicious paint and finish-work.
Pinarello GAN - Shimano 105
$4,799.99
GAN RS derives directly from the Dogma F8, but several specific solutions make it a less extreme frame, while maintaining intact style and feeling of Pinarello bikes. The main features are derived from DOGMA F8: asymmetry of the frame, although less extremist than F8, and a new type of high-strength carbon, which is slightly less rigid.
Pinarello GAN - Ultegra
$5,199.99
GAN derives directly from the Dogma F8, but several specific solutions make it a less extreme frame, while maintaining intact style and feeling of Pinarello bikes. The main features are derived from DOGMA F8: asymmetry of the frame, although less extremist than F8, and a new type of high-strength carbon, which is slightly less rigid.
Pinarello Dogma F10 - Campagnolo
$16,999.99
The launch of Pinarello's new Dogma F10 sends Team Sky's venerable F8 to the bench and sets an even lighter and stiffer bar for our road machine aspirations. While those baby-blue striped power to weight ratios may not be in the cards for us mere mortals, international governing bodies' commercial availability rules mean that prized ride quality and precise Campagnolo electronic shifting is available to everyone with the Dogma F10 Complete Road Bike. Though the frame angles remain unchanged between model generations, the classic Dogma asymmetry returns in the F10 with a few subtle alterations that produce disproportionate changes. Asymmetry has been a staple tool in Pinarello's arsenal since 2009, and it's a surprisingly simple solution to one of cycling's most essential conundrums. Since the drivetrain is located on one side of the bike, the load created by pedaling isn't uniform across the frameset's left and right hemispheres. The drive side sees the majority of power transfer duties, so by building it up, Pinarello is able to maintain drive stiffness while cutting material on the non-drive side, so lost grams don't translate to lost watts. Compared to the F8, the F10's asymmetry is technically more pronounced on the top tube, which cheats a bit more to the right, and the seat junction, which sees a slight tweak. 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. Despite those remarkable claims, the changes are hard to detect with the naked eye (hence "technically" above), and the frame's asymmetry is much more apparent in places like the seat stay/seat tube junction. The F10's enhanced asymmetry give it one of the most immediately recognizable silhouettes in the industry, but those lines aren't just artistry; they're inspired by the Dogma F10's Bolide TT DNA, which surfaces both in its sinuous lines and in myriad, cumulative gains in aerodynamics. These gains start where drag starts: at the front dropout. While designing the Bolide TT, Pinarello's wind tunnel tests indicated that the introduction of a quick-release lever causes a disproportionate gain in drag. This is addressed through the addition of a ForkFlap, which is a somewhat inelegant term for the extra fin of material Pinarello tucks behind the quick-release lever. Naming convention aside, Pinarello's subsequent testing found that the fork flap reduced drag on the Bolide fork by 10%, and the brand reasons that adding it to the less-aerodynamic Dogma makes for even greater drag reduction. That's not to say that the original fork design is slow, but is an indication of Pinarello's R&D ethos. It's an obsessively minute detail to focus on, but the Italian brand's reputation is built on obsessing over minute details in order to exploit every possible marginal gain. This focus extends to the F10's down tube, which was designed to reduce drag on its own and to serve as a shield for the trailing bottles and seat tube, reducing the net drag of the frame's entire main triangle by 12.6% when compared with the already impressive gains made by the F8. Securing these gains involved a complete reimagining of the down tube, but the key contributor is a newly introduced concavity in the back of the down tube under below the bottle cage bosses. By scooping this section out, Pinarello found that the frame better controls airflow, reducing the turbulent wake that results in drag. Like the F8, the F10 also boosts bidon aerodynamics by lowering the rear cage, which the brand credits with part of the F8's overall 47% reduction in drag when compared with the Dogma 65.1. These reductions come in addition to the aerodynamic gains already enjoyed by the Dogma F8, which is itself more aerodynamic than the 65.1 that Wiggins and Froome both rode to Tour victories. The key to these gains lies in the tubes' FlatBack profile. As we've laboriously detailed elsewhere, this shape is the brainchild of another Italian/British collaboration: Pinarello and Jaguar. FlatBack is an apt description, as a cross-section reveals an ovalized face paired with an abruptly truncated back half. This manages the detachment of turbulent lamina at multiple yaw angles, reducing the drag effect of dead air in the tubes' wake. Given that the F8's material composition essentially defines the current zenith of carbon fiber technology, it's no surprise that Pinarello sticks with the same materials for the F10. The carbon itself is provided by another proven industry partner, the renowned 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, the Dogma F10 builds on its predecessor's reputation as one of the stiffest and lightest all-purpose race bikes we've ever ridden. It owes it
Pinarello Dogma F10 - Sram eTap
$15,999.99
The launch of Pinarello's new Dogma F10 sends Team Sky's venerable F8 to the bench and sets an even lighter and stiffer bar for our road machine aspirations. While those baby-blue striped power to weight ratios may not be in the cards for us mere mortals, international governing bodies' commercial availability rules mean that prized ride quality and precise Sram etap wireless electronic shifting is available to everyone with the Dogma F10 Complete Road Bike. Though the frame angles remain unchanged between model generations, the classic Dogma asymmetry returns in the F10 with a few subtle alterations that produce disproportionate changes. Asymmetry has been a staple tool in Pinarello's arsenal since 2009, and it's a surprisingly simple solution to one of cycling's most essential conundrums. Since the drivetrain is located on one side of the bike, the load created by pedaling isn't uniform across the frameset's left and right hemispheres. The drive side sees the majority of power transfer duties, so by building it up, Pinarello is able to maintain drive stiffness while cutting material on the non-drive side, so lost grams don't translate to lost watts. Compared to the F8, the F10's asymmetry is technically more pronounced on the top tube, which cheats a bit more to the right, and the seat junction, which sees a slight tweak. 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. Despite those remarkable claims, the changes are hard to detect with the naked eye (hence "technically" above), and the frame's asymmetry is much more apparent in places like the seat stay/seat tube junction. The F10's enhanced asymmetry give it one of the most immediately recognizable silhouettes in the industry, but those lines aren't just artistry; they're inspired by the Dogma F10's Bolide TT DNA, which surfaces both in its sinuous lines and in myriad, cumulative gains in aerodynamics. These gains start where drag starts: at the front dropout. While designing the Bolide TT, Pinarello's wind tunnel tests indicated that the introduction of a quick-release lever causes a disproportionate gain in drag. This is addressed through the addition of a ForkFlap, which is a somewhat inelegant term for the extra fin of material Pinarello tucks behind the quick-release lever. Naming convention aside, Pinarello's subsequent testing found that the fork flap reduced drag on the Bolide fork by 10%, and the brand reasons that adding it to the less-aerodynamic Dogma makes for even greater drag reduction. That's not to say that the original fork design is slow, but is an indication of Pinarello's R&D ethos. It's an obsessively minute detail to focus on, but the Italian brand's reputation is built on obsessing over minute details in order to exploit every possible marginal gain. This focus extends to the F10's down tube, which was designed to reduce drag on its own and to serve as a shield for the trailing bottles and seat tube, reducing the net drag of the frame's entire main triangle by 12.6% when compared with the already impressive gains made by the F8. Securing these gains involved a complete reimagining of the down tube, but the key contributor is a newly introduced concavity in the back of the down tube under below the bottle cage bosses. By scooping this section out, Pinarello found that the frame better controls airflow, reducing the turbulent wake that results in drag. Like the F8, the F10 also boosts bidon aerodynamics by lowering the rear cage, which the brand credits with part of the F8's overall 47% reduction in drag when compared with the Dogma 65.1. These reductions come in addition to the aerodynamic gains already enjoyed by the Dogma F8, which is itself more aerodynamic than the 65.1 that Wiggins and Froome both rode to Tour victories. The key to these gains lies in the tubes' FlatBack profile. As we've laboriously detailed elsewhere, this shape is the brainchild of another Italian/British collaboration: Pinarello and Jaguar. FlatBack is an apt description, as a cross-section reveals an ovalized face paired with an abruptly truncated back half. This manages the detachment of turbulent lamina at multiple yaw angles, reducing the drag effect of dead air in the tubes' wake. Given that the F8's material composition essentially defines the current zenith of carbon fiber technology, it's no surprise that Pinarello sticks with the same materials for the F10. The carbon itself is provided by another proven industry partner, the renowned 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, the Dogma F10 builds on its predecessor's reputation as one of the stiffest and lightest all-purpose race bikes we've ever ridden. It
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