The original Pinarello Dogma X was introduced in 2023, offering amateur riders an alternative to the WorldTour-focussed Dogma F, with improved comfort and a geometry that blurred the lines between race and endurance bikes. Cycling Weekly tech contributor Tim Russon and I spent several months on the original Dogma X and shared the same views on the riding position, the stability afforded by the relaxed frame angles, and the relative comfort provided by the 32mm tyres.
In many ways, it didn’t feel like a traditional endurance bike; instead, it paired race-bike-like speed and handling with comfort and compliance – attributes that don’t usually go hand in hand but seemed to work in this format.
So how do you improve such an already impressive bike without ruining the recipe?
For Pinarello, the objectives were clear: refine the layup, reshape the tube profiles, and improve rear-end compliance. The designers elected to retain the 35mm tyre clearance rather than increase it, which I feel preserves its road-bike intentions and avoids it straying into all-road/gravel territory.
Pinarello has updated X-Stay configuration with a lower, double-arm four-point attachment interface
(Image credit: Aaron Borrill)
X marks the spot
The original X-Stay design was conceptualised by Pinarello’s design team in 2022 and was always reserved for implementation on the Dogma X. Not only was it claimed to improve compliance by absorbing vibrations at two contact points, but the X-shaped inserts within the X-Stay configuration also served as a nod to the bike’s name.
Dubbed X-Stay 2.0, it’s still the central feature of the bike and adds to its pageantry and position as a unique model within the Dogma range. Like before, it adds a third triangle to the frame, but it’s been updated with a lower, double-arm four-point attachment interface. It looks simpler and less complicated than before, with the inserts removed, but functionally, the thin seat stays and rear end are said to provide some flex and vibration damping.
The new bike borrows the Dogma F’s narrower, more tapered downtube and deeper headtube
(Image credit: Aaron Borrill)
Pinarello says, “The new configuration disperses road vibrations more efficiently through the four connection points, while the lower linkage minimises rebound, delivering a smoother, more controlled ride.”
While it looks similar to the model it replaces, the new bike borrows the Dogma F’s narrower, more tapered downtube and deeper headtube, as well as the same Torayca M40X carbon-fibre layup to improve stiffness and durability, and reduce weight.
The new model also benefits from the same elliptical steerer tube technology as the Dogma F. While nothing new and something we’ve seen used by Cannondale (Delta steerer) and Specialized (offset steerer), it not only bolsters front-end stiffness but also allows easier plumbing of the brake hoses through the headset bearings and front end. It also prevents nasty cable rub and damage to the steerer tube over time.
Like before, the Dogma X’s tyre clerance is rated at a maximum 35mm
(Image credit: Aaron Borrill)
Keeping with the outgoing model’s sizing philosophy, the Dogma X comes in 11 frame sizes from 43 to 62cm – which accommodates the riding demographic Pinarello has targeted: the competitive amateur. To ensure the best possible fit, there are 16 handlebar combinations as well as the choice of two seatposts, inline or offset.
At 7.06kg in Shimano Dura-Ace Di2 trim (size 53cm), the Dogma X is the lightest endurance bike on the market, pipping the Specialized S-Works Roubaix (7.25kg), Canyon Endurace CFR (7.58kg) and Colnago C68 (7.3kg) in similar build configurations. While Pinarello didn’t share any weights of the SRAM Red AXS model I tested, we expect this particular model will dip under the 7kg mark.
The X-Stays look simpler and less complicated than before, as the X-shaped inserts have been removed
(Image credit: Aaron Borrill)
Like its predecessor, the new Dogma X is compatible with electronic groupsets (no provision for mechanical), UDH dropouts, and new groupsets, which helps future-proof the platform. The frame has clearance for a maximum chainring size of 54T and can also accommodate one-by groupsets. Pinarello Chairman Fausto Pinarello rode a one-by-specific Pinarello Dogma X outfitted with SRAM Red XPLR AXS at GF Strade Bianche and praised it for its simplicity and ease of use. He also used 35mm tyres to maximise its utility and test the frame clearance.
There are four new colors exclusive to the new model: Moonlight Frost (white), Etna Lucente (black and gold), Aqua Veil (blue and black), and Jade Eclipse (green). If these hues don’t tickle your fancy, the Dogma X can be customised in myriad colour options (up to 1.4 million combinations) using the company’s MyWay platform. This process can take between 2 and 4 months to be implemented.
The Dogma X comes in Shimano Dura-Ace Di2, SRAM Red AXS and Campagnolo Super Record builds only
(Image credit: Aaron Borrill)
Pinarello Dogma X – first ride impressions
The global press launch took place in Treviso, Italy, 30km north of Venice – the home of Pinarello. The surrounding environment is peppered with winding tarmac, gravel roads, and punchy climbs, which proved to be the ideal test bed for sampling the new Dogma X.
The first thing I noticed on the new Dogma X was the riding position, which feels unchanged over the previous model – while it’s more upright than your typical race bike, it’s not as relaxed as traditional endurance machines such as the Cannondale Synapse. Like the outgoing model, this means less pressure on your wrists and stress on your lower back, allowing you to concentrate on pedaling and keeping things swift.
That said, the position doesn’t feel noticeably upright; if anything, the longer-than-typical reach strikes a balance between traditional endurance and race bike.
My test bike was a size 54.5cm and is basically identical to the Dogma X I tested two years ago in terms of size and frame angles. The seat and head angles are fairly relaxed at 73.7 and 71.5 degrees, respectively, which is noticeable in the handling – the front end feels more stable during high-speed descending, something that was even more pronounced on some of the gravel sections we traversed on the test ride.
I think one of the reasons for the improved front-end connection is the Most Talon Ultra Fast integrated handlebar configuration, which it borrows from the racier Dogma F. The stiffer and lighter bar has improved communication with the road surface and significantly bolstered the manoeuvrability of the bike.
The new model is around 180g lighter than the outgoing Dogma X model, making it significantly lighter and easier to pedal uphill
(Image credit: Pinarello)
The 422mm chainstays and near-one-metre-long wheelbase (997mm) reaffirm the endurance theme and help add stability to the platform, but the 379.4mm and 559mm reach and stack numbers are on the racier end of the endurance spectrum. It’s a beautifully balanced bike, surefooted on negative gradients but no slouch on the climbs either. It’s more responsive than its rivals in hilly terrain – a trait also attributed to the lighter system weight of 7kg. It’s around 180g lighter than the outgoing Dogma X model, making it significantly lighter and easier to pedal uphill.
While descending is a confidence-inspiring exercise, it’s in the handling stakes that the new Dogma X sets itself apart from its contemporaries. Of course, the extra grip afforded by 32mm tyres, helps in the corners, but the wheelbase and chainstays have made for a confident and stable descender – even on loose, gravel surfaces.
The outgoing Dogma X was sublime on the UK’s rough roads, but this was difficult to assess on the billiard-smooth roads in Treviso. It was only once we hit some gravel roads that I was able to sample the frame’s ride quality. The bike felt controlled and absorbed the washboard surfaces without fuss. Whether this was indeed from the new X-Stay design or 32mm tyres set up at 48/55psi front/rear, I can’t comment just yet – I’ll need a little more time on the bike.
Overall, the Dogma X proved a competent endurance bike on a mix of road surfaces, but UK testing awaits.
The frame uses a Torayca M40X carbon-fibre layup to improve stiffness and durability, and reduce weight
(Image credit: Aaron Borrill)
Build and pricing
The Pinarello Dogma X is available in five premium builds and a frameset. There are two Shimano Dura-Ace Di2 options, one with a power meter and one without. Both models come equipped with DT Swiss ERC 1100 45 Dicut wheels wrapped in 32mm Continental GP5000 ST R tyres, with a finishing kit compliments of Most.
Like the Shimano-equipped models, the two SRAM Red AXS builds are also available with or without a power meter. Rolling stock is handled by Princeton Grit 4540 Evolution wheels shod with 32mm Continental GP5000 ST R tyres. Again, the handlebar, seatpost, and finishing kit are all taken care of by Most.
Of course, there’s a Campagnolo build, too. This model comes outfitted in Campagnolo Super Record, complete with Bora WTO 45 wheels and 32mm Continental GP5000 ST R tyres, and receives the same ancillary items as the Shimano and SRAM versions.
Pricing is on the upper end of the spectrum and in line with the current Dogma F range. The Dogma X frameset will set you back £5,500 / $7,250 / €6,700, while full builds are £12,500 / $15,750 / €14,900.`
While there’s no news on an updated Pinarello X Series platform, based on the rollout plan for the previous lineup, we expect it to launch in the coming months.
