The Pinarello dogma has been a staple of the Peloton for years, and the special tarmac rivals it for longevity, but few other bikes have become as synonymous with a single team as the dogma with Team Sky and later with the Ineos Grenadier. This is the 13th doctrine since 2005, nominally designed both with the British team.

The detail shot featured in My bumper Dauphiné tech gallery seemed to show a rather marginal change to the surface, but it's not a big surprise from a brand that has a distinctive silhouette like a flagship machine. As befits a bike for a team that pioneered marginal gains as a concept, it is no exaggeration to say that profit is the limit, but one on whether the limit

For those of you in a tight time, the short version of all the text below is that the new Dogma F is 108g lighter, The gains for the new Coairo are there and the drag coefficient has improved by 0.2%, but this is not a major improvement in real terms.

For those who want to see how everything translates into ride performance, you're in luck. Cyclingnews was invited to ride a bike ahead of launch, my first impression is written in my doctrine F first ride review. 

The heart of the new bike is the frameset, and Dogma's frameset is feted and tweaked rather than overhauled. In the front, the head tube is mainly the front side, rather than the introduction of an oval steerer tube, which creates space for the brake hose to run the front of the head tube

The head tube is not only narrower and deeper, but the official announcement given at launch makes this addition almost impossible. It was almost not done.

To match the narrower head tube, the fork's legs are also narrowed by their individual width, while at the same time they are more widely spaced to accept larger tires - we will discuss this in more detail in 1 second. The down tube is also a little narrower.

At the bottom, the lower bracket is extended forward to create what Pinarello calls an "aerokeal." What is hidden in the crank is quite huge, although not much was seen in the first shot. 

Both drive-side dropouts are now blind, and this is claimed to help both aerodynamics and aesthetics. The geometry is in most respects the same as in the previous model, but the fork is given a longer rake (from 43mm up to 47mm). This new shape had been extensively tested on apparently older models and had been approved by Ineos riders.

These adjustments only resulted in a 0.2% CdA improvement in addition to the new cockpit. The brand rarely cites improvements in aero in terms of cda, but in fact, this equates to savings of less than a watt while riding at 40 km/h. 

Using some slightly more complex mathematics, Pinarello claims that this CdA improvement equates to a further 175g weight savings over the length of the grand tour that Geraint Thomas rode.

The new dogma F can accept 30c tires, but this is not quite the case in terms of recent trends. It is more narrow. Especially in the context of the trend we saw in Paris-Roubaix, we saw teams running over 34c tires.

The response showed the input that Ineos has on the bike. Simply put, allowing a tire wider than 30c would result in lower rigidity in the bottom bracket, which was not something the team was willing to sacrifice for one race. We all know there's a bit more room than the maximum quoted anyway, and given that we've seen teams running with Dogma F (up to 32mm) putting out 28c tires at Roubaix this year, it's safe to assume they will continue to do the same.

The new Talon ultra-fast cockpit is measured from drops that are flared 1cm on each side, so in the hood, 40cm is practically 38cm. The tops are narrower than the old models and have fewer bulbs. This narrowing and slimming makes the cockpit 40g lighter, but it's unclear what weight savings are if the hood is the same width. 

The flare is also designed to work with the new UCI rules of the hood rotated inward. Given the oval steering, this is the only cockpit that can run on a motorcycle, available in a width of 34-42 cm and a stem length of 80-140 mm.

Almost half of the 108g savings come from the cockpit. The remaining 60g saving is mainly from the use of higher modulus carbon in the area of the frame slimming (head tube and bottom bracket) and also in the separate area of the layup, because the lower higher modulus carbon is harder, it can reduce the amount used to save weight, but because it is more brittle, it can only be used in less complex areas

The new Dogma F can only be purchased with top-end group sets unless it falls below the frameset route. Dura-Ace, Red, or wireless Super Record are the only options. The wheel options are equally premium, with the Princeton Peak4550 or DT Swiss ARC1400 wheels with the Dura-Ace or Red, and the Bora Ultras with the Super Record option.

The system weight of size 53 without pedals and bottles is 6.63 kg for Red w/Princeton wheels, 6.77 kg for Dura-Ace w/Princeton wheels, and 6.88 kg for Bora WTO wheels Super Record. 

Prices start at €14,500/£12,600/1 14,500 and the frameset goes back to €6,700/£5,500/6 6,950.

To everyone's surprise, the new Dogma F is only a disc brake bike. What was surprising was the announcement that Pinarello would continue to produce rim brake versions of the Old Dogma F. 

Yes, it's a super premium frame set, but it's a win for backwards compatibility and it probably won't be sold as a larger volume, but it's probably written off the rim brake enthusiast, or the beloved rim brake frame and comes with a fully usable rim brake grip. Loop set and become a target for those who are kicking the wheel.