The 2023 Specialized Allez Sport squeezes even more performance out of stock alloy (2023)

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ZSpecializedCome on, I want to talk.

The 42-year-old model is not ready yet. Not if the 2023 update, more like a full reboot, is something to go for.

Not to be confused with the Allez Sprint designed for demanding cyclists and riders with a little more money, the 2023 Allez remains Specialized's entry point into cycling and has been updated to reflect modern road bike trends.

Perhaps most notably, the new Allez makes rim brakes obsolete. That's right, it's only for discs now. There is also increased tire clearance by 35mm. A lot is going on under the hood, but also in the frame itself. Specialized has taken extra measures to ensure that this aluminum frame will allow the budding rider to progress for years.

It really is a race bike in an age where the entry-level build looks more and more like an endangered species, and gravel bikes and other 'n+1 killer' builds are becoming more commonplace.

So what does an alloy road bike look like today?

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Kader

Specialized put some effort into designing the frame itself. Instead of using straight-diameter alloy tubing and calling it a day, the brand opted for double-sided tubing.

Stamping means reducing the amount of material in the center of the tube to reduce weight while retaining more material at the ends, resulting in tighter tube joints where the rider applies more force to the bike. It's a more expensive way to build it, but gives you a better ride quality and a lighter frame.

Specialized claims the frame weighs 1375 grams, which is not bad for a metal frame. It is then paired with a full carbon fork, which also helps keep the weight down.

Other frame design options are designed for ease of maintenance and future-proofing. The bike has a BSA threaded bottom bracket and a standard 68mm racing chassis [Editor's Note: bottom bracket was previously misspelled as T47 in this review]. It uses a standard 27.2mm round seatpost as well as a standard stem and handlebar. This makes it easier to find components to upgrade or replace, and makes routine headset adjustments easier.

Specialized went ahead and routed the cables internally because it looks good. Who doesn't want it? This question is a bit rhetorical. The answers are provided by drivers who rightly point out that this makes it difficult to replace the cable. Thankfully, Specialized didn't overdo it and just routed the cables internally through the front triangle. The cables come out from under the bottom bracket and then run outwards to the derailleurs and rear brake.

There are other little touches like soldering on the front derailleur instead of a clamp. This is really essential if you want to upgrade your groupset, and it looks a little better as well.

It's also not a frame for full performance at any cost. Specialized includes rack mounts and mudguards, so riders can make it a no-frills vehicle to get you to the office on a rainy day without a trace of the Rorschach test on your back.

Geometry

Allez is an endurance frame. Specialized calls the model's geometry "Roubaix-inspired," which means it's not a remake of the Specialized Roubaix - it's not just the metal reboot and racing durability of the spring classics - but it gives riders a similar fit by adding more head tube. slacker head tube angle.

In comparison, the 54cm Allez has a wheelbase and reach of 569mm and 370mm, while the Roubaix is ​​larger with a wheelbase of 585mm and slightly longer with a wheelbase of 376mm. The race-oriented Allez Sprint, on the other hand, keeps things lower and longer with a 538mm stack and 385mm reach.

Specialized has been working on 35mm tire clearance for the new Allez. That's enough for some off-road or dirt roads without sacrificing durable road geometry to turn the bike into something (an off-road bike) it shouldn't be.

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Material

When Specialized delivered my test bike, a few details caught my attention. First of all, it was equipped with the Specialized S-Works Romin Evo Mirror seat, one of the brand's best 3D printed chairs, which I really liked.

That's what tires are for. My test bike was fitted with the all-new Specialized S-Works Mondo endurance tire that was released this spring and was raced on the classic surface by the WorldTour teams. "Strength" is a bit of a misnomer here; it's tough like a Roubaix bike it's technically tough but still super fast. This is a tire designed for more puncture protection and durability, without sacrificing too much speed.

"There's no way they can fit all that into a bike for less than $2,000?" I changed my mind.

It turned out not.

Specialized has indulged in a few upgrades on my 54cm test bike. So, this review is not exactly an entry-level bike under $2000. Instead, it's a $1800 bike with $1285 upgrades.

• Roval Alpinist SLX Selection: $800
• Guma S-Works Mondo (32 mm): 160 $/par
• S-Works Romin Evo Mirror-stoel: 325 USD
• Total upgrades: $1,285
• Total per bike: $3085

This review also shows how simple upgrades can benefit a bike in this price range.

One of the biggest wins in improving performance is going from stock wheels to a discounted aluminum kit with great hubs. Charcoal is not necessary for impressive results. For around $1,000 or less, it's probably best to stay away from coal.

Roval Alpinist SLX wheels are a worthwhile upgrade if you can spin them.

Roval Alpinist SLX Specialized alloy wheels upgraded my 1485 gram kit bike and fitted with DT Swiss 350 hubs, a reliably high quality hubset that is a step below the brand's flagship 240s.

Comfort is probably the biggest improvement you can make. Position your bike correctly and find the touchpoints that work for you. Switching from your saddle to a saddle you know will work for you makes a huge difference in getting on your bike and feeling at home.

The only other major upgrade I would make to this bike at this stage is the handlebar tape. The standard cork tape that comes with the bike does the job, but a little more grip would go a long way in making this bike look exactly like a premium build. Personally, I'm a fan of Lizard Skins, but there are plenty of brands with quality tape - and colors to suit your personality.

Fresh handlebar tape is also a trick that almost any bike can use. Your hands are pretty good at recognizing different materials by touch - not to mention taking a lot of abuse along the way - so why not give them the best of a rare bike upgrade you can get for less than $50?

Buying 32mm tubeless tires for a smooth ride also ensures smooth and comfortable mileage. The S-Works Mondo gives an impressively smooth ride for a long-lived tire and I wouldn't mind making it my everyday tire.

But enough about the improvements. I haven’t yet mentioned what will get you $1800 in times of inflation and expensive bikes in general.

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Specification

Shimano Tiagra hydraulic disc brakes 10-speed group (11-32T Sunrace cassette; Praxis 54/30T crank), Roval Alpinist SLX wheels; 32mm S-Works Mondo tires; S-Works Romin Evo Mirror seat; Handlebar, stem and seatpost made of special alloy.

For starters, the groupset is the Shimano Tiagra, a model that sits below the Dura-Ace, Ultegra and 105 groups in the Shimano range, although I haven't touched it, I haven't really seen one in years. It's also one of the few mechanical shifting experiences I've had recently, with electronic shifting now occupying the top three positions on both Shimano and Sram.

There is nothing wrong with the Tiagra, but in my opinion a $1800 bike should come with a 105. It goes to show how expensive bike parts have become in recent years.

But don't roll your eyes just yet, you bike snobs (why even read a beginner's bike review?). That said, Tiagra is a pretty good thing.

Shifting is surprisingly quick and crisp for cheaper mechanics, and it only gets loud when you stray into an area that's almost across the dial. Maintenance with proper cable tension combined with keeping the drivetrain itself clean is of course a major contributor to keeping the transmission this way.

There are a few things Tiagra wishes it had, namely more gears than its 10-speed cassette can pick up. But that's far from the end of the world, something you only really notice as an experienced driver or on long journeys when the jump between two adjacent gears seems a bit too much for your boiled legs.

And I would have appreciated thinner brake covers as with the larger Shimano groupsets. This is something I don't notice until I actively think about it; it's not distracting enough to spoil the ride, but I've noticed it after spending a lot of time on high end Shimano caps.

On the other hand, larger brake pads provide better traction, something a novice motorcyclist can feel more confident about.

An 11-32T cassette combined with a compact 50/34T crank means this bike excels at climbing and has plenty of range for just about any road ride.

Otherwise, the aluminum handle, grip and seatpost do their job, allowing you to easily adjust the saddle and cockpit, then completely disappear out of the way while riding.

ride

So the Allez shifts surprisingly well and has solid specs that get the job done. How does he drive?

The short answer is: super good. Specialized has extracted even more performance from the alloy and customized the Allez for what it means to be a race bike in 2023.

New riders will appreciate the fit of the Allez. It's certainly more upright than performance road bikes, but at the same time, it's not a lever-action commuter bike. The fit is aggressive enough to get new riders into performance position, and for many riders, it's as stretchy as they want or need. With the TT, you can give it your all on flat roads and not feel like your efforts have been wasted, and at the same time feel quite comfortable.

The Allez also offers a super smooth ride, thanks in part to the wide wheelbase and 32mm tubeless tires I tested it with.

The geometry makes the bike follow the exit line well, but it won't fly off the other way with the slightest push on the handlebars. In that sense, it's a much tamer bike than, say, Tarmac, but still rideable.

Braking is also excellent, as you'd expect from hydraulic disc brakes. That alone is reason to stay away from the $1200 less expensive Allez with cable disc brakes.

The only thing I can fault with this bike? (This is also not a mistake.) At around 20 pounds, it may start to feel a little heavy after a lot of climbing, but that comes from someone who has regular access to 4 or 5 pound lighter bikes. The Allez actually feels light for a sub-$2000 aluminum disc brake bike (ok, more than $3000 tested with wheels about a pound lighter than the base version).

But that brings me to another point. This bike is worth upgrading. Carbon parts like handlebars and seatposts won't look out of place on this frame. It wouldn't be unreasonable to sell it as a frame either, although that seems unlikely as the Allez Sprint is more performance oriented and more appealing to an audience that wants to build a bike from the ground up.

If you can do that, the $800 upgrade to Roval Alpinist SLX wheels is money well spent, as are many aluminum wheels on the market in this price range. Whatever you get, they should offer a similar performance boost that allows the bike to rev faster and roll smoother.

Future-proofed with easy-to-find and service-friendly parts, the Allez has an expandable frame while retaining rack mounts and mudguards that budding road cyclists looking for a multi-purpose bike will appreciate.

It's hard to say how popular an entry-level road racing bike will be in a time when gravel bikes are popular. But I am glad that the Allez, a bike that has been a stepping stone for so many riders I know, including myself, still has a place in this world.

Prices and Availability

The Allez comes in two versions: Allez and Allez Sport. It's the same frame, just with different design specs.

The entry-level Allez costs $1,200 / €1,200 / £1,100 / AU$1,800

From Allez Sport it costs $1,800 / €1,750 / £1,600 / AU$2,500

The models should be immediately available in specialist shops.