Review: 2026 Pinarello Grevil F7 — Cool Italian Gravel Machine

My love affair with Pinarello bikes goes way back. Every model I’ve ridden has blown me away with its classic Italian lines and trademark ride character. The all-new Pinarello Grevil F was redesigned in 2025 and the F7 model I tested delivers a ton of value in a do-it-all gravel bike that’s more capable than I had imagined.

2026 Pinarello Grevil F7 SRAM Force XPLR AXS Features:

• T900 UD carbon fiber frame with flat-back downtube optimized for aerodynamics, especially with bottles mounted
• 50mm tire clearance on 700c wheels (compatible down to 32mm), offering terrain versatility
• “Twin Arms” seatstays for improved vibration dampening and traction on rough surfaces
• Integrated downtube storage port for tools and nutrition, eliminating the need for a saddle bag
• Onda fork with 50mm/55mm rake, lightweight with suspension fork compatibility
• Full internal cable routing (TiCR) for cleaner aero profile
• Longer top tube geometry tuned for stability on long-distance efforts
• SRAM Force XPLR AXS groupset
• Most Jaguar Ultra GR TiCR handlebar cockpit
• MOST Ultrafast 45 GR carbon wheelset with 25mm internal
• Vittoria Terreno T50 tires
• Accessory ecosystem including magnetic frame bag, TT gravel bars, and aero rear rack
• Weight: 18.8 lbs (55cm, no pedals, cages or extra stuff)
• MSRP: $7999

Spec and setup details

Redesigned in 2025, the all-new Pinarello Grevil F7 is the sweet spot in the new lineup. It’s racy enough to handle the most performance-minded riders, but also versatile enough to fit larger tires and modest racks and aero bags for long-distance adventures. Pinarello intends the Grevil F to be ridden all day long at events like Unbound or Traka or fast and hard on local mixed routes.

True to Pinarello’s form, the asymmetrical lines of the Grevil F7 are unique and signature to their heritage. Pinarello’s designs are unmistakable. That said, Pinarello is also concerned about function, so the asymmetric frames are equal parts form and function — providing just the right comfort and stiffness that yields just the right outcome that we all expect when swinging a leg over one.

The F7 comes equipped with a full SRAM Force XPLR AXS E1 groupset (without a power meter, sadly) and the MOST Ultrafast 45 GR carbon wheelset. These hooked wheels are 25mm internal, to properly support up to 50mm gravel tires. Off-the-shelf, those tires are the capable Vittoria Terreno T50’s, which are a little heavy, but boy are they versatile.

The geometry is rider-friendly, with plenty of room for variation in stack and reach. Thankfully, Pinarello’s stem allows stack variation without having to cut the steerer to the exact length — always nerve-wracking. You can place spacers above the stem cap (not very common these days). I didn’t take the time to get an additional spacer to drop the stack another 5-10mm, but enjoyed the added height on the sample bike I received. Raising or dropping the bar stack is much easier here than with most bikes today. Grazie, Pinarello! 

Grevil F7 meets dirt, gravel and tarmac

Fresh off re-watching Ford v. Ferrari, the excellence of Italian engineering is top of mind. Since I was a young boy, I’ve dreamed of Italian super cars and as an older boy I’ve dreamed of Italian super bikes. Pinarello’s engineering and attention to detail is second-to-none and, as I’ve come to realize, itches that Italian super car dream I had in my youth. So… yes, I was anxious to get out and see just what makes the Grevil F7 special.

Once set up, the F7 felt like home. A little tweak here-and-there after my first ride had me locked in and capable of crushing all my local routes. These rides consist of variable terrain — from road to gravel and then gravel to singletrack everything in-between. Depending on my appetite and timing, these are 50/50 dirt-to-road all the way up to 90/10 dirt-to-road. It’s rider’s choice around here and the Grevil F7 is the perfect tool to transition between all of the above with comfort, speed and efficiency.

Out of the gate, the MOST Ultrafast 45 GR wheels with the Vittoria Terreno tires showcase the versatility of the Grevil F7. With that setup, there is traction aplenty and comfort abounds. I can confidently drop air pressures below 30 psi. In fact, the SRAM Tire Pressure Guide states I can rock 25/27 psi front/rear. I’ve typically gone with 28/29 for a touch more road efficiency. Play around with what feels best and don’t be afraid to go a little lower.

Pinarello makes race bikes. Full stop. Knowing that tells you a little bit what to expect with every pedal stroke. As I transition from pavement to gravel, it’s amazing to feel a road-capable gravel bike transition immediately into a confident gravel racer. The Grevil F7 has a way of making quick work of everything dirt. Stepping on the gas, it’s a rocket and climbing is smooth and consistent.

On all my regular segments, the new Grevil F7 holds fort with admirable times and speed. It’s early season, so my form is not 100% yet, but I’d be confident lining this bike up against any bike for knocking off PR’s on rolling gravel terrain. It carries speed extremely well and it always ekes out just a little more with every hard effort.

I love how planted and stable it feels everywhere. The overall compliance is great. With a purpose-built layup using asymmetrical shapes and a compliant seatpost, the bike doesn’t get thrown around, but still always feels nimble enough to dance through tricky terrain. It’s those times where I’m reminded that this is a Pinarello after all. The impeccable handling comes out when dancing through rocky sections or quickly avoiding obstacles that are best-suited for mountain bikes. Yes, you can get in over your head on this bike, but with those 50mm tires and confident ride, it’s easy to roll through those sections.

When hitting steep climbs, I really appreciated the 40T chainring, which gave me an ultra-low 40-46T combo that allowed me to make it up just about everything. It was then that I did realize the added heft and rolling resistance of the factory tire/wheel combo. I can make it up anything, but the added rolling weight did come into play. It’s not necessarily the wheels, but the tires and it’s a tradeoff I’m willing to take for the added capability. These days, 50mm tire clearance should be standard on gravel bikes, but you do lose efficiency with those tires — and that comes into the picture most on steep, long climbs. I had no issues ascending every gravel climb around, but did wish for a little longer-nosed saddle to get a touch more forward on the steepest pitches.

On one of my last rides, I was dueling another rider for the last mile of gravel. I maintained a good pace as I stayed ahead on several climbs and descents while pushing every bit of myself and the bike. That experience codified just how capable this bike is and that it’s no slouch when going full gas. I know Pinarello makes the Dogma GR for all-out racing, but the Grevil F7 is my kind of bike for riding and racing. I’ll leave the Dogma GR to the pros and enjoy the streamlined and capable F7 all day long.

A tale of two tires (and wheelsets)

Since I have the Cadex AR wheelset in for review, I took the opportunity to outfit the Grevil F7 with those wheels and faster-rolling WTB Vulpine S 45c tires. That combination of ultralight wheels and narrower, faster-rolling tires resulted in an instant dose of speed. I was amazed at how much racier the bike felt and started ripping harder and faster than before.

This was very apparent on road sections and particularly road descents where my coasting speed increased by 3-4 mph. So, yes, rolling 50mm rubber is really fun and confidence-inspiring, you’ll be pleased to know that a simple tire swap (or wheelset/tire combo) can transform the F7 into a racy steed. I’m torn between larger tires or narrower/faster ones. But, for my purposes, I’d go lighter and faster and then swap out meatier tires for specific rides or seasons.

While the stock wheels and tires on the F7 can rip around the my local roads with precision, the wheel/tire swap really hammered home just how true to the brand this bike remains. I can dive hard into road corners and every ounce of this bike responds like it’s being hand-guided by Fausto Pinarello himself. With more time and opportunity, I’d definitely put this bike into pure road mode and I’m sure it could replace any need for a road bike.

A few more thoughts

I would be remiss if I didn’t call out the downtube storage on the new Grevil F7. I’m sold. Every bike should have one — I don’t care that it adds weight or complexity. The luxury of carrying a tube, pump and tools permanently eliminates the jersey pocket swap every ride and all but kills saddle bags — unless you’re riding all day. The included sleeve is perfect and keeps everything organized and situated until needed.

The cockpit is great for adjustability. I appreciate the separate bar and stem and the design does make for easy adjustments, if needed. However, the Jaguar Ultra GR TICR bars just don’t do it for me. The shape isn’t bad, but after the OPEN B.A.R., my gravel drop bar expectations are different. I’ve always been a fan of flat tops, but backsweep is also important. The Jaguar Ultra features round tops with forward sweep, which makes for less-desirable hand positions on the tops at full width. Adding to this, the traditional-depth drops also feel overkill and drop me lower than I’d like. Thankfully, it would be easy enough to swap these bars out for an alternative and I’d opt for the ENVE SES AR I have available if this was my bike.

Unfortunately, the chainstay protector is starting to peel off as well. That one is a head-scratcher, but hopefully it’s an anomaly. You can see it peeling off in the drivetrain photo above. I’m sure I could glue it back down, but for this kind of bike, something like that should be more durable.

I have loved the new SRAM Force E1 XPLR groupset on this bike. I’m a believer in this awesome 13-speed groupset for gravel and think it’s a more sensible and affordable option than the Red E1 XPLR with zero real-world tradeoffs. The only thing I wish it did have was a single-sided power meter. Luckily, that’s only a $240 upgrade, but I think it should be included here.

Fit: I’m 5’11” and 178 lbs, riding the size 55cm. I could have dropped the stack another 10mm for my usual fit, but the touch taller stack was nice and didn’t detract from the bike’s impeccable handling.

Buy Now: Visit CompetitiveCyclist.com