The rear end is composed of two completely separate triangles with no chainstay or seatstay bridges to connect them — hidden inside the oversized main pivot, the sides are joined with a Hirth joint, where an oversized aluminum half axle is molded into both halves of the rear triangle and a toothed interface connects them back in the middle. The result is stiffness like you had a chainstay bridge, but with the ability to have ultra-short 427.5mm chainstays with 2.4" tire clearance, and no mud shelf. The shock link is aluminum and designed to accept different shock lengths, so the same frame can run 90mm of rear travel with a 190x45mm shock or 100mm with a 210x50mm shock without altering the geometry.

Geometry is race-oriented and unapologetic. Head tube angles are 67.5 degrees for small and medium and increase by 0.5 degrees for the large and extra-large, and the seat tube angle is 75.5 degrees for the small and medium bikes and 75 degrees for the large and extra-large. The stiff feel of the frame and its reactiveness is the most noticeable thing that sets the Dogma XC apart from other cross-country bikes on the market, and the setup of the cockpit, with the integrated bar and stem and its negative rise, forces you into a forward position — great for attacking and getting into an aerodynamic position. If you're coming off a modern trail bike, expect a committed, forward posture; if you're coming off a road bike, the Dogma XC will feel immediately familiar.

The build matches the race pedigree. SRAM XX SL Eagle AXS Transmission handles shifting with a 34T chainring and 10-52T cassette, Shimano XTR 2-piston brakes bite onto XTR M9100 rotors, and DT Swiss XRC 1200 Spline carbon wheels carry Maxxis Rekon Race rubber — 2.35" up front, 2.25" in the rear, both in the 120 TPI EXO TR casing. Fox Factory Kashima suspension front and rear is paired with a Fox Transfer SL Kashima dropper, and the MOST Talon Ultra XC one-piece cockpit routes every cable and hose internally through the Pinarello TiCR headset.