If the new Pinarello F-Series is all about trickling Dogma tech down the range, the F9 sits closest to the source. Built from the same Toray T900 carbon as the Dogma F (the Dogma F uses M40X fibers) and paired with Shimano’s Dura-Ace Di2 12-speed, this is Pinarello’s top-tier race bike that doesn’t wear the Dogma badge. After putting it through long climbs, ripping descents, and plenty of flat-out efforts, the takeaway is simple: the F9 is nearly a Dogma in everything but name and maybe price tag.
Pinarello F9 Frame & Design Details
The F9 frame is identical to the F7 in terms of shaping, but is finished with kit to a slightly higher standard. The elliptical steering tube and headset slim down the frontal area, while the aero head tube balances cleaner lines with added stiffness.
The compact aero keel BB keeps the bike looking tidy while making sure every watt counts. Out back, the stiffer rear triangle translates to instantaneous response under power. With 32mm of tire clearance, this thoroughbred race bike has a modern side, opening the door for long days and less-than-perfect roads.
Spec Breakdown – What You Get on the F9
The build kit leaves no doubt about the F9’s intentions. The Pinarello F9 is crafted from Toray T900 carbon, the top of the heap for the F Series. It comes equipped with a full Shimano Dura-Ace Di2 12-speed groupset, including a 52/36 crankset. Showing, it’s down to roll hard, but has enough gearing to not suffer too much on the steepest of inclines.
It rolls on MOST (Pinarellos’ in-house component brand) Ultrafast 45 DB tubeless-ready wheels. The build is paired with Pinarello’s integrated MOST Talon Ultrafast bar and stem. A MOST Lynx Ultrafast or Superflow Carbon saddle rounds out the touchpoints. Sidenote: I opted for the MOST Lynx Superfast for my test ride, and it was a nice adjunct option to my Specialized Power preference.
Out of the box, the bike comes with Pirelli PZero Race 28mm tires. The claimed weight for a size 53 (the size I rode) build is 7.4kg, placing it in a mid-tier as far as weight goes. Although a bike like the F9 is more about overall performance, not just climbing, but more on that later.
Everything here screams pro-level. The Ultrafast cockpit is stealthy and stiff as any I’ve ever tested. The 45mm-deep MOST wheels with Vision hubs strike that fast-but-manageable balance, and the PZero Race rubber feels right at home, as these have been my go-to road tires pretty much all season.
Climbing & Descending the Italian Way
The F9 shines brightest when you’re going hard, and your race brain is on. During my time with the Pinrello crew in Italy, they “treated us” to a 6.5-mile climb with 2,700 feet of vertical. Let me tell you, the F9 and I up to that point were mainly just flat road companions. Rolling at a solid pace and enjoying the benefits of a stiff, fast aero machine.
But when we entered the base of the climb, I knew we were about to get a lot closer. The thing about a climb is there is no hiding, no real drafting (at the speed I was going), and you can really feel the power and response of a bike. At 7.4kg, the Pinarello F9 isn’t the lightest climbing rig on paper, but the stiffness of the frame, the balanced geometry, and super beefy aero keel BB more than make up for it.
Out of the saddle, the bike jumps forward with no hesitation, and when you settle into a rhythm, it holds speed nicely. I was out of the saddle for the base of the climb, but when I realized this wasn’t a 20-minute effort (it was more like a 45-minute FTP test), I shifted to a seated position and tried to maintain a good cadence. I could feel the response in the pedals and the comfort in the frame. When the road leveled slightly (3-4%), I would sprint out of the saddle, multiplying my speed.
When I finally crested the climb, I was happy with my effort and the bike. We became quick friends in that moment of suffering, but I never fought the bike. Though it was new to me about an hour into the ride, I felt comfortable and confident in it.
What Goes Up
When we started to descend, I was nervous, knowing that we’re about to hit one of those classic switchback descents. The ones that you have to be on point for, and one with your machine. After making the first tight switchback and pushing hard into the corner, I knew I would be in a solid position. The F9 was stable, stiff, and surprisingly comfortable given its build.
The geometry, paired with that super stiff front end and snappy trail, makes the F9 a blast going downhill. The front-end precision (a hallmark of Pinarello, in my opinion) makes the bike feel as though it is glued to the road. The F9 snaps into the line you choose, tracking with total predictability. At speed, it feels rock-solid yet agile, letting you brake late, carve hard, and carry speed through technical sections. This isn’t just confidence-inspiring, it’s addictive, and I was ready to shuttle up for another run.
Verdict: A Dogma Alternative
The Pinarello F9 is as close as you’ll get to a Dogma F without going full WorldTour: same carbon, similar aero shaping, same pedigree — just with a slightly different nameplate (and carbon fiber layup). The 7.4kg weight, Dura-Ace Di2 spec, and MOST finishing kit deliver a package that can roll right into a race. Though it’s not the lightest bike, it makes up for that in waves of handling, stiffness, and confidence.
If you want the whole Dogma ride experience but with a little more financial breathing room, the F9 is the way to go. Pinarello has managed to bottle up its top-level performance and make it just a touch more attainable.
Born to race? Absolutely. Would I buy it? If I could afford it, maybe, but $11,000 is still a ton of money for a bike. If I were to choose, I could see myself on the F5 with a lightweight set of race-day wheels.
Wanna see the full range of the new Pinarello F Series? Check out our news piece here.
