Price:
£13,000 / $15,500 / €16,100 Dura-Ace build
$16,000, €16,350 Super Record build
Sizes: 11 (43cm to 62cm)
Weight: 7.46kg - M
Groupset: Dura-Ace R9200 Di2 / Campag Super Record W
Colours: Xolar Black / Blue / Green / Sun
In autumn 2023, Pinarello released the Dogma X endurance bike, a model sitting alongside the Dogma F that the brand said would 'reshape how we think about endurance and speed'. I headed to Italy for the initial launch and to test-ride the new bike at the time, and now a year on, having had one at home in the UK for a few months, I can add to those early opinions and bring you a full review.
The Dogma X is an endurance-focused addition to the Pinarello Dogma range. The brand itself calls it an endurance model, though its admittance to the Dogma family gives clues as to the level at which the brand is pitching the bike; right at the premium end of the market and in the company of the best road bikes.
The most eye-catching design feature, and relating to the bike's name has to be the new 'X stays' at the bike's seatstay and seat tube junction. This sees additional material in the form of two seat stay 'supports' joining the seat tube, and an 'X' seat stay bridge. This is said to reduce the amount of vibration reaching the rider and boost comfort.
The frame features clearances that can accommodate up to 35mm tyres, and there is a new more relaxed geometry with shorter stack and reach numbers when compared to a Dogma F. A size 54 Dogma X has a 3.8mm shorter reach and 17.2mm taller stack, so similar reach numbers but a taller front end.
This is also, like the Dogma, one expensive bike. A Dura-Ace equipped build comes in at $15,500 / £13,300 / €16,100 whilst the Super Record WR version will set you back $16,000 / €16,350 (no UK pricing available). Builds are top-end only for the Dogma X.
At the time, we covered the bike launch in our news piece where you can read more about the model details and Pinarello's claims. Interestingly I've ridden two different Dogma X bikes for the review period. A 53cm Dura-Ace equipped model at the launch around Susegana, North of Pinarello's home in Treviso, Italy. Back home in the UK, I've been testing a 54cm Campagnolo Super Record WR-equipped model. I thought I had the Dogma X easily worked out at the launch, but testing a different, bigger bike at home has raised lots more questions for me.
Design and aesthetics
I've seen all of the Dogma X paint jobs in the flesh, and for me, they all look fantastic. There are some really nice options to choose from. Both of my Dogma X test bikes have featured the 'Xolar Black' paint scheme comprising the dark grey, black and silver/chrome paint you can see in the photos. I think it looks purposeful and sleek. If you don't see what you are looking for the Dogma X is included in Pinarello's 'My Way' custom configurator program where you can choose from even more paint options. Some of the Pinarello paint areas can be seen in my factory visit gallery from the same trip.
Looking at the bike side on reveals some of what it's about. The curved seatstays and generally taller front end, not to mention the X Stays which we will get to, soften the bike's look somewhat. Moving it visually away from out-and-out aggressive race bike and into more comfortable territory.
The Dogma frame design has slowly evolved over the years, but has long been an easily recognisable silhouette that looks bang up to date design-wise and is pretty popular I think it's safe to say. A new Dogma F launched in June this year, following on from the X. Below the 'Dogma X' sit the X Series bikes which launched early last year.
The Dogma X shares plenty of the Dogma F styling with one glaring exception which is the 'X-Stay' rear seat stay design. I'll discuss this regarding the aesthetics of the bike straight off the bat because it's almost certainly going to be a major talking point. Summed up, it may not be for everyone and is probably going to divide opinion but in the flesh, I don't think it looks bad. I think the design fits in well on what is otherwise a futuristic-looking machine with plenty of angular tubing. Were it tacked onto a frame with more classic tubing profiles and design it would probably be a different story, or perhaps in a lighter-coloured paint finish. It blended in well when riding the bike and I didn't find myself staring at the seat stays of surrounding riders' bikes on the launch. It's probably going to be a polarising feature that turns riders and prospective buyers off immediately or invites them in for a closer look.
The Dogma X frame is manufactured from premium Torayca T1100 1K carbon fibre, the same as the previous gen Dogma F model. The new Dogma F features a different grade, but this carbon fibre has been raced at the top level. There's also an Italian threaded bottom bracket.
The bike's tyre clearance got a boost and riders can fit up to 35mm tyres. Plenty of riders are fitting larger volume tyres to boost comfort and save power over rough ground, so bang up to date here. You also may have seen Connor Swift winning the British gravel championships on a Dogma X fitted with gravel tyres. Though it's not specifically a gravel bike, it highlights what it can do, and it would probably make a very capable gravel race bike with the correct gearing.
In terms of living with the bike, I've noted a few things down. The hardware used to adjust the handlebar stem and seatpost clamp is T20 torx size. The seatpost clamp bolt is recessed in the top tube so make sure you have a long torx bit or longer multi-tool for easy access.
Given the bike's USP, models I have seen have had plenty of spacers fitted under the stem. If you lower your stem before you chop the steerer, you will need a specific Pinarello aero spacer to use above the stem or a regular round spacer and topcap which I had at home and fitted. It's no big deal, but does require a bit more work compared to a standard setup if you are playing around with positions. It also doesn't look great. If, of course, you are purchasing via a shop, you may well have had a bike fit and the shop will set up and cut your steerer before you roll out of the door, but I like to mention it.
So Dogma DNA and top-grade carbon fibre. What about that X Stay? The X Stays are Pinarello's choice over a suspension system or similar to add compliance and vibration damping, but also to add stiffness to compensate for the lengthened chainstays that are needed for the 35mm tyre clearances the frame has.
Can I notice or specifically feel what the system brings to the table? Honestly, not directly. I think the large differences tyre sizes and pressures can bring almost mask anything that the X Stays are doing, for me. But riding my test bike at home highlighted a softer, more luxurious ride that went unnoticed at the launch, which we will get to.
As mentioned, Dogma X builds are top-end only, with the top offerings from Shimano, SRAM and Campagnolo. My test bike in Italy came with Dura-Ace Di2 but with the non-power meter chainset option. However, I believe bikes will ship with Dura-Ace power meters included which I'd hope for given the bike's premium price tag. Wheels were the Princeton Carbonworks Grit 4540 rims laced onto black White Industries hubs. This bike features a 100/420mm size MOST Talon handlebar.
My UK test bike features a Campagnolo Super Record WR groupset, Bora WTO wheelset and the same MOST Talon bar in a 110/420mm size. Both bikes came with 32mm Continental GP5000 S TR tubeless tyres, but consumer bikes will have Pirelli P Zero Race TLR 35mm tyres for even more comfort.
Performance
I've really had to think about the Dogma X. I thought I had it all worked out, but have been musing on the ride performance at home in the UK on the larger 54cm Super Record model.
I enjoyed a fantastic ride experience on the Dogma X at the launch in Italy. The bike even made my gear of the year list last year. It fitted me very well and in short felt like a near perfect balance between comfortable and fast.
For my first ride, a combination of geometry and the lucky (or expert) setup of contact point positions and angles meant the bike felt pretty much perfect for me from the off. Even within the first few miles, it drew a nod and a couple of grins from me. I really felt at home and comfortable straight away.
The geometry and handling of the bike jumped out and I felt it was excellent over the whole ride. I could hunker down on the hoods and drops and get aero but also ride on the tops comfortably. I think if you wanted an aggressive position from the Dogma X you still wouldn't be disappointed, it's going to be plenty racy enough for most.
My test bike in the UK arrived in a larger 54cm size, with a 10mm longer stem and a taller front end. 11 sizes are available for the Dogma X and there's enough crossover that I can ride both bikes comfortably, although this size wouldn't be my preference. The playful feeling I had on the smaller frame was lacking, and the ride wasn't quite as exciting on the larger framed machine.
Not long after publishing my first ride review of the bike, I received an email from a Cyclingnews reader who was conflicted about what size to go for, being between sizes. They were going back and forth trying to make a final decision. I can fully appreciate the query now I have ridden two sizes of the bike. For me, the smaller size provided a more comfortable fit and noticeably livelier ride characteristics.
The larger size, however, has felt smoother but not as exciting to ride. I think there's also a difference in wheelsets here to comment on. The Campagnolo Bora WTO wheels perhaps bring a touch more calm and comfort to the table than the Princeton / White combination.
For reference, the size 53 bike has a stack of 559mm and a reach of 379.4mm, and the 54 model has a stack of 568.4mm and a reach of 381.2mm. The size 54cm bike also has a slightly longer wheelbase and a slightly slacker seat tube angle, which I preferred.
The Campagnolo Super Record WR groupset also worked well and we will have a full review coming soon for that alone, but the shifters with the very curved, tall shape also dictate front-end fit to a point and I don't think I quite nailed things there after several adjustments.
In both setups, the bike rolls well on the flat and feels stiff when putting the power down. Handling is responsive and engaging, something my colleague Will Jones also noted when riding the Pinarello Dogma this summer. It's a lesson in nailing your bike sizing and setup as much as anything because I really can feel a difference.
For me, the bike felt a little harsh on the gravel section at the launch and I still believe this to be the case now after more riding. I like the MOST Talon handlebar, but can feel plenty of road buzz and vibration through it. It keeps things stiff and racy up front, but I wonder if a softer, perhaps round handlebar would match up with the rear end a bit more and smooth things further. As mentioned, I can't personally detect what the X-Stays are bringing to the party. The rear end feels smooth enough, but I'd be relying on the tyres and pressure choice to do most of the smoothing out for me. I think I could feel more active comfort boosting from two endurance bikes I tested last year which have more active suspension systems; the Specialized Roubaix with its Future Shock and Canyon Endurace with the S15 VCLS 2.0 flex seatpost. However, this bike is a member of the Dogma family and I can understand the decision to not go down that road with it.
Value
There's no escaping the fact that this is one expensive bike. The Dura-Ace model costs £13,000 / $15,500 / €16,100 whilst the Super Record WR option comes in at $16,000 / €16,350 making it the most expensive bike I've ridden or am likely to for quite some time.
Framesets are available, priced at $6,950 / £5,500 / €6,700 so cheaper custom builds are doable, but it's still not a cheap entry point.
The price probably simplifies things if anything. If you are already a Pinarello fan and invested in the brand, and crucially have the cash, then it's another nice, more comfortable option from them. On the flip side, I'm in no doubt that you could achieve a similar performance level and ride feel from a number of other cheaper options on the market.
'Rolls Royce' pops into my head when thinking about the Dogma X, especially in its Super Record WR guise. It does glide along on its 32mm tyres, and it's not a rocket ship like the Canyon Aeroad CFR I recently rode. If riders have the cash and want a luxurious, comfortable, but top-end bike for all-round riding that's still a little racy. The bike does fit that bill.
Verdict
I was impressed and had a good feeling riding the Dogma X pretty much from the off. As mentioned, within the first couple of miles, it had drawn a grin or two from me.
The geometry is comfortable but the bike does not feel sit-up-and-beg or slow. The Dogma X is a fast bike, especially with its top-flight range of componentry. Although it doesn't give you the same 'smash up every hill in sight' feeling the Canyon Aeroad I recently finished testing does.
I've also had zero issues with either test bike in all my riding, no niggles, slipping seatposts, no creaks, nothing. So top marks there.
The Dogma X is going to suit riders who want comfort, don't need or desire race bike geometry but who want more than just a little extra spice. With the right fit and setup, and even narrower tyres on occasion, a great deal of speed, excitement and fun can be extracted from the Dogma X. This is just as well, this is an incredibly expensive bike, so you'd be mightily disappointed if it wasn't fun and engaging to ride.
