Specialized Allez Sprint Review 2026: Aluminium Race Speed With Tarmac DNA

Introduction

The Specialized Allez Sprint has been a fixture of aluminium road racing since the original version arrived in 2015, and the latest frame is the most substantial update since then. The headline change is the geometry, which now mirrors the SL7. That single decision moves the Allez Sprint away from its criterium-first roots and much closer to the all-round road race character of its carbon sibling.

Specialized also claims the new frame is 41 seconds faster than the outgoing version, a figure that comes mainly from reshaped tubing and the SL7-derived front end. The frame shares its fork and seatpost with the S-Works SL7, which puts genuinely premium hardware on a far more accessible platform.

Who This Bike Is For

The clearest way to describe the new Allez Sprint is as a bike for riders who want high-end road performance without paying a flagship carbon price. The previous generation was a short-top-tube criterium machine built for sharp handling and quick direction changes. The new one keeps the aluminium frame but stretches the fit out, which suits longer road races and long days in the saddle far better than before.

That shift matters if you race on the road, ride fast group chains, or simply want a responsive frame that can handle a full season of hard efforts. Riders moving across from the old Allez Sprint should note that the longer top tube may mean dropping a frame size to keep a similar reach.

Because the geometry now follows the SL7, the riding position is more stretched than the outgoing model. That is a deliberate move toward the Tarmac family’s all-day race fit rather than pure criterium agility.

Main Strengths: Tarmac Geometry and Aero Shape

The strongest argument for the new Allez Sprint is how much of the SL7 it carries over. Geometry is the big one, but the fork and the seatpost are shared with the S-Works SL7 as well. In practice that means the front end and the contact points come from a bike at the very top of the range, while the frame itself sits at a fraction of the cost.

Aerodynamics are the second pillar. The claimed 41-second advantage over the previous version comes from the tubing profiles and the SL7-style silhouette. That is a meaningful gain for a frame that still uses aluminium as its primary material, and it means the bike no longer gives away as much to carbon rivals in the wind.

The frame also accepts either a mechanical or an electronic groupset, so there is a clear path to upgrading the drivetrain later without changing frames.

Frame Construction and Stiffness

Specialized changed how the frame is assembled, and the details are worth understanding. A weld that used to run across the bottom of the frame has been removed, and both the down tube and the seat tube are hydroformed. The result is a cleaner look at the bottom bracket and, more importantly, a stiffer junction at exactly the point where pedalling forces are concentrated.

The threaded bottom bracket is another practical win. Threaded shells make drivetrain swaps and routine maintenance simpler, and running a Shimano chainset is straightforward. A removable braze-on mount also lets you run the bike as a single-ring setup while leaving a clean surface behind.

Build Options and Pricing

There is currently one complete build. It pairs DT Swiss wheels with a full Shimano 105 groupset, which is a sensible starting point for a race-ready bike. The one drivetrain limitation is mechanical disc brakes, which cannot be fitted. Hydraulic discs only, which is no real loss given how well modern hydraulic braking performs.

Cables route down through the head tube. The complete build ships with a conventional bar and stem, but the SL7 bar and stem can be fitted if you want a fully integrated front end. That gives owners a clear upgrade path without changing frames.

Pricing is where the value case becomes clear. The complete build is £2,650, and a frameset is £1,599. For comparison, an S-Works frameset costs nearly £5,000, and the top-end Tarmac sits at around £12,000. A frameset build can land close to complete-bike money while giving you full control over components and finish.

Tire Clearance and Cable Routing

Tire clearance has grown to 32mm, which is a genuinely useful change on an aluminium frame. Wider rubber does a lot to even out road feel, and it gives riders the option of a more comfortable setup on rough surfaces without changing bikes.

The head tube cable ports deserve a mention too. There are four openings to cover every routing configuration, and a two-hole spacer will be available for riders running a wireless groupset, so you are not left with open holes where water could enter. There are no mudguard mounts, though aftermarket options such as SKS Raceblades can be fitted if you ride through the wetter months.

Framesets are offered in more expressive colourways, including a watercolour-style finish, which is a strong reason to go the frameset route if you want a build that looks unlike anything off the shelf.

Things to Consider Before Buying

The most important thing to check is sizing. Because the top tube is longer than the previous Allez Sprint, riders moving from the old frame may need to size down to keep a similar reach. That is worth confirming before ordering.

The second consideration is brakes. Mechanical discs are not supported, so any build plan needs to be hydraulic. The third is weight: the frame sits close to the previous model, so the gains here are about aerodynamics, stiffness and geometry rather than a dramatic drop on the scales.

Finally, the track frameset that used to be offered alongside the Allez Sprint will not be continued, so track riders will need to look elsewhere.

Buying Advice

Two paths make sense. The complete build at £2,650 is the simplest way to get a race-ready bike, and swapping on a nicer set of wheels would sharpen it further. The frameset at £1,599 is the more interesting option if you already have components, or if you want to choose your own colourway and finishing kit.

Either way, the value proposition is the same: SL7-derived geometry, fork and seatpost, plus a stiffer aluminium frame, for well under what the equivalent carbon platform costs. If the goal is high-end road performance without flagship pricing, this is one of the more convincing ways to get there.

Conclusion

The new Allez Sprint is a significant update rather than a facelift. The geometry and shared S-Works components move it much closer to the Tarmac family, the aero claims are backed by real tubing changes, and the threaded bottom bracket plus removable braze-on mount make it easy to live with over time. Riders who want race performance without flagship pricing have a genuinely compelling option here, and the frameset route in particular is worth serious thought.