$3,000.00 $3,900.00 23% Off
One look at the new ESX, and you know what this bike is about. It looks fast. And as the wind-tunnel data proves, it is fast. The most radical design ever created by Parlee took years to develop —and when it comes to performance, we’ll put it up against any other aero road bike on the market. Every road rider is drawn to the promise of more speed. Ride faster with less effort? Sure, who doesn’t want that? That’s the whole idea behind the “aero road” bike category. The question is, at what cost? What will you sacrifice to improve aerodynamic efficiency? Until now, the answer to that question has been pretty predictable. Ride quality gets sacrificed. As aero performance goes up, comfort goes down. Most aero road bikes put speed first, comfort last. Maybe pros can live with that on race day, but it’s less than ideal for an everyday road bike. That’s not a trade-off that Parlee has ever been willing to make. Parlee built our name on delivering superior ride quality. It’s what sets them apart. And it’s what led to the creation of the ESX. Several key technologies put this new bike in a class of its own. Its sleek, wind-cheating profile starts with a patented tube technology called Recurve. Bob Parlee’s background in designing and fabricating boats served this project well. His experience creating shapes and sections that move through fluid with optimal efficiency helped inform the design process of Recurve tubing. With its unique “fluted tail” shape, Recurve delivers the ideal blend of low drag and high torsional stiffness—along with road-smoothing comfort that is so often lacking in aero bikes. The other factor that was deemed critical from the start of the ESX project was weight. The typical way to improve aerodynamics is to create airfoils and added shapes—but a big part of the signature Parlee ride quality centers around a lightweight chassis. Adding material to create airfoils, or to shore up stiffness, wasn’t an option. In the end, after many prototypes and iterations, the design team was able to achieve its goal of hitting all the aerodynamic goals with a frame that still has excellent torsional stiffness and weighs less than 950 grams. All of the details on the ESX frameset contribute to its overall feel on the road. It features added clearance for larger 25-28c tires, which optimize speed and smoothness for all road surfaces. And its Recurve technology seatpost is available in 0 and 25mm setback sizes so you can dial in your position. Hidden cable routing for electronic or mechanical drivetrain systems comes standard, and the frame can accommodate internal Di2 batteries. The all-carbon PressFit 30 bottom bracket produces maximum pedaling stiffness and power transfer. The frame features direct mount, aerodynamic, integrated front and rear brakes.
$3,500.00 $6,000.00 42% Off
This bike frame has a paint chip on the top side of the tube tube. Please see the second picture and contact us with any questions you have about this bike. Pinarello designs their top-of-the-line framesets based on the needs of their professional riders. As the pro peloton has been given the green light to use disc brakes for road races, the racers on Team Sky needed a bike that had all the handling traits of their Dogma F10 but with disc brakes. Thus the Dogma F10 Disk Frameset was born. You’ll notice that this bike doesn’t have room for tires wider than 25mm. That is a direct result of input from Team Sky. They love how their F10 handles, and they wanted as little change as possible. To fit in wider tires, the wheelbase would be lengthened, with longer chain stays and a longer fork. These dimensional changes would detract from the handling that the Sky riders love, so Pinarello stuck with the same geometry of the F10. The geometry of which was dialed before they designed the F8. The F10’s ride is balanced, a defining characteristic that Pinarello was loath to mess with. So, they turned their attention to improving aerodynamics. They made sure the F10 was more aero with two bottles sitting in the main triangle. Improving the airflow around the bottles was the most important key to reducing drag. You’ll notice that the fork crown still nestles in a notch between the down and head tubes. And if you take a look at the fork tips, you’ll see extended material behind the tips. These are “fork flaps” in Pinarello jargon, and they smooth out airflow on the trailing edge of the tips. Below the fork, the down tube dramatically changes shape just where the top of the down tube bottle rests. The new shape shields not only the down tube bottle, but the seat tube bottle if it’s run on the lower mounting point (there are three bosses in the seat tube, use the lower two for this aero advantage). The result of the shaping work is that the area around the bottles is 12.6% more aerodynamic. Less dramatic but still important is the shaping around the head tube and the underside of the top tube. These are designed to smooth flow as well. Pinarello’s aero shaping as a second benefit, improved lateral stiffness. Traditional teardrop shapes are stiff in the direction of the teardrop, but flexy laterally. By making the shape wider, rounder, and shorter front-to-back, the shapes are much better at resisting pedaling-induced flex. Pinarello is also known for their asymmetric designs, and this makes it easy for them to deal with the forces that rotor disc braking creates at the fork and chainstay. The results are subtle enough not to see in pictures, but are obvious to the eye in person. In terms of what you’ll feel on the ride, the answer is you won’t notice a difference, which means you won’t be able to tell that you’re on a disc-brake bike. In terms of the discs, the mounting method is flat-mount for the fork, Pinarello’s RAD design for the chainstay. Hoses or cables run internally. 160mm rotors are recommended. The wheels attach via thru-axle, 100x12mm in front, 142x12mm in back, which is, thankfully, increasingly becoming standard.
$3,875.00 $6,250.00 38% Off
When Team Sky needed an edge for cobbled sections of the Tour and races like Paris Roubaix, Pinarello designed the Dogma K8-S, a bike that Sir Bradley Wiggins called a "game changer." That small shock you see in the back provides just enough travel to take the edge off sharp hits and repeated vibrations. These things sap your energy over the course of a day or a race. By saving that energy, when it comes time to drop the hammer, your legs are ready. Of course, the K8-S is quick, nimble and a dream to ride, after all, it's still a Pinarello. From Pinarello's super high-end T1100 carbon to the stiff chainstays to the wind-cheating FlatBack tube shapes, everything on the Dogma is crafted for speed. A seamlessly integrated tapered head tube housing Pinarello's voluptuous carbon fork provides laser-like steering while reducing wind resistance and weight. And, the sleek, internal cable routing allows you to run either electronic or mechanical shifting systems, with interchangeable cable stops for Campagnolo, Shimano, or SRAM components.
Pegoretti's Marcelo is fabricated out of a proprietary Columbus Niobium Spirit air-hardened steel. The front triangle utilises the same tubing diameters as the Responsorium - in contrast the rear triangle has slightly larger cylindrical seat stays, that brings a little more stiffness to the overall ride. Like the Responsorium, the Marcelo also uses Pegoretti's hooded dropouts and a D11 headset. This is a great choice for stronger or heavier riders. The Marcelo still has the legendary comfortable ride of premium steel. Serial 8T14 For stock sizing, view https://dariopegoretti.com/ordering/standard-size-chart/
The Routt sits in the “Endurance” sub-category of Moots' Cross/Gravel frames. There’s three Routts available; the standard Routt reviewed, the racier Routt RSL, and the Routt 45 that’ll gobble up 45 mm tyres. The Routt is made from internally butted tubes that have been developed with metal masters Reynolds. That internal butting allows the tubes to have a wider diameter with thin walls, balancing strength and weight. Moots say the Routt’s maximum tyre clearance is 38mm.
Why should you be forced to choose between aerodynamics and weight, between ride quality and speed? It's simple, you shouldn't. Enter the new Tarmac—climb on the lightest bike the UCI allows, then descend on the fastest. We've utilized our most advanced technologies, from our FreeFoil Shape Library to an all-new Rider-First Engineered frame, to deliver a race bike that is truly without compromise. The days of making sacrifices between "aero" and "lightweight" bikes are over—the all-new Tarmac is the fastest race bike, ever. One bike to rule them all. This S-Works Tarmac Frameset is the perfect canvas to begin your dream build. Build your totally-custom dream bike, and be ready to ride fast. “Aero is everything”—we’ve been preaching it for years and it’s still the driving force for the new Tarmac. In our quest for tube shapes that deliver the fastest frame that the UCI rules allow, we took a page out of the Venge development book and utilized our FreeFoil Shape Library. Armed with a library of optimized shapes, we turned to the Win Tunnel to plug these shapes into a modular test bike, for more testing and validation. The result? A new Tarmac that’s the fastest we’ve tested—45 seconds faster over 40km than the Tarmac SL6 (built with Aerofly II handlebars, sold separately). No compromises, just pure speed. While aerodynamics were paramount to the Tarmac’s development, and to the development of all of our race bikes, weight was the co-pilot on this optimal race bike journey. Previously “aero bikes” always compromised in the weight department—the more drag you reduced, the more weight you gained. With the new Tarmac, our design philosophy was to keep it at, or below, the UCI weight limit out of the box, with no sacrifices to aerodynamics. And with the help of the FreeFoil Shape Library, tools like isotopic FEA analysis, and some engineering wizardry by the best engineers in the industry, we delivered a frame that weighs a mere 800 grams, without giving up a gram of aero, stiffness or ride quality. Continuing our quest to develop the perfect race bike, we used our Rider-First Engineered philosophy to ensure that the new Tarmac is the most balanced, best handling Tarmac yet—no matter the size. With an army of the world’s best test riders from our three World Tour Teams — Boels-Dolmans, Deceuninck-Quick-Step, and Bora-hansgrohe — we made changes to the Tarmac based on their thousands of kilometers on the road. We balanced the ride quality between the front and rear end, so even the longest days in the saddle continue to be comfortable—all without giving up anything to the Tarmac’s legendary handling and race-winning snappiness. Building on the learnings from the Venge, the new Tarmac utilizes simple integration to create a clean, fast cockpit that’s easy to live with. We’ve improved the routing for any configuration — mechanical shifting, traditional stems, round bars, etc. — all while keeping its aerodynamic attributes. These same traits also make the new Tarmac easy to work on and easy to travel with. It’s a win-win.
Though the publicity that a brand gets through sponsoring a team should be helpful, in cycling that is not always the case. Nevertheless, the Pinarello Dogma F12, which must have been in the design phase for months going on years, should not be penalized because it has been launched at the same time as the main team it sponsors gets rebranded. It is in fact the latest addition in a long line of the Italian brand’s attempt to make the best possible bikes by finding that perfect mix of attributes. The fact that Pinarello have stuck with the Dogma nomenclature indicates that this is an evolution of the already spectacular F10, and even the F8 before it. They haven’t reinvented the wheel here, mainly because they didn’t have to. The past several versions of the Dogma F series have been so good that it must be a real problem for the designers to think of where to go next. But who are we kidding? This is the cycling industry, and there are always little improvements that can be made even to the best products. Lighter, stiffer, faster is the name of the game, and that is exactly what the F12 gives us. Made from the Carbon Torayca T1100 1K Dream Carbon with Nanoalloy Technology that also formed the building blocks for the F10, Pinarello has refined the layering and neatened up the internals of the tubing in order to save weight and be even more efficient with the materials they use. You’ll also notice that the tube shapes and profiles are different from previous members of the F series. They have done that largely in a bid to make the frame more aero. Their success is evident in the claim that they have managed to reduce drag by 7.3%, which translates into a saving of 8 watts at 40kmh, as compared to the F10. Now, most of us can admit without shame that the amount of time we spend in our rides at or above the 40km/h threshold is probably less than we would ideally like. And certainly less than Chris Froome. But that doesn’t mean that these sorts of improvements are wasted on us. Something else we will likely notice is how they make the frame so aero, as well as increase the stiffness compared to the F10, and still allow it to be as comfortable as it is. Though the level of segmentation in the frame market is severe, there would be no need for you to buy an “endurance bike” for longer rides, since the F12 is comfortable enough to be your steed for any ride of any length. Additional design improvements come in the form of the internal cable routing that the new and improved Most cockpit. In fact, Pinarello designers took some very special care when developing the handlebar and headset interface in order to clean up that very important area in terms of aerodynamics. Integrating the cables and routing them through the bars and headset down to the brakes and gears improves not only the aerodynamics, but the functionality of the cable and the number of brake and gear combinations. And this new Most Ultra Talon sheds a lot of weight while increasing stiffness and enhancing aerodynamics. The other noteworthy change for the F12 compared to the F10 is that now the frame has been designed to accommodate 28mm tires – and according to Pinarello, it can technically take even wider tires, though that would compromise the ISO 4210 standard. If you have tried putting 28mm tires on your Dogma 65.1 only to find that it was rubbing the interior of the fork crown and the rear monostay, then you will be super happy that the F12 will now be able to work with the rubber size of your preference. Of all the improvements, from the energy saving aerodynamics to the hammerable lateral stiffness, this wider tire capability might be the update that you will notice and appreciate most. Similarly, for the rim brake version of the bike, they have changed from single-bolt brakes to a direct-mount, increasing the braking capabilities.
The new Pinarello Dogma F12 manages to improve on what many considered the perfect road bike. This Dogma F12 Disk is an all-around warrior that is capable of winning stages of any degree including mountain rides, breakaway flats, and sprint finishes. With the Pinarello Dogma F12 Disk Frameset, you can build up a world-class bike to help you dominate every possible scenario on the road with no compromises. The F12 is more than just a repackaged version of the F10; this bike improves in every aspect of riding. It is more aerodynamic, saving eight watts of power at 40 km/hour, cutting a second off each kilometer you ride with no additional effort. This improvement comes from a 5 percent reduction in drag with the new Integrated Talon Ultra Handlebar along with a 7.5 percent reduction in drag through the redesigned fork and frame. Pinarello is already known for throwing aero elements into their climbing-focused bikes, but with the improvements in the Dogma F12, this bike is a true all-around gem.
Page 1 of 1