Specialized S-Works Allez Review: A Light Alloy Road Bike Built to Last

Introduction

Aluminium road frames rarely get described as special, yet the Specialized S-Works Allez makes a strong case for the material. The frameset pairs hydroformed tubing with an S-Works level carbon fork, and the shaping is close enough to the brand’s carbon race platform that the two are easy to confuse at a glance. Hydroforming let the designers replicate those carbon tube profiles in alloy, which is also how the weight stays low.

The satin finish sits neatly between gloss and matte, and the chrome-effect decals lift it well above the look of a plain alloy frame. Weld beads are smoothed to the point of being almost invisible, which is a large part of why the bike reads as carbon from a few metres away. The frame alone hovers around the 1,000 gram mark, a genuinely respectable figure for aluminium.

That combination of low weight, restrained paint and carbon-fork ride quality is what makes this generation of the Allez interesting to riders who want a light road bike without carbon frame money.

Who This Bike Is For

This is a bike for riders who value simplicity and serviceability. It runs rim brakes, standard quick-release wheels and conventional handlebar and stem hardware, so almost every job is straightforward with basic tools. Anyone who does their own maintenance will appreciate how quickly the bike can be re-cabled and how little proprietary hardware gets in the way.

It also suits riders who want a light alloy frame rather than a carbon one. Aluminium is tough, and a well-looked-after example can serve for a very long time. The frame is the part worth caring about, since the components around it can be changed as taste and budget allow.

Finally, it is a natural fit for buyers shopping the used market. Complete bikes of this generation change hands between riders rather than sitting in showrooms, and the value on offer is often better than the original asking price suggests.

Main Strengths

The frameset is the heart of the appeal. Hydroformed alloy, a carbon fork from the brand’s top tier of the time and a frame weight around 1,000 grams add up to a bike that feels light on climbs and composed on rough tarmac. The paint and decal work make it look considerably more expensive than the material would suggest.

The drivetrain is predominantly Ultegra 6800, which arrived with the bike and remains a dependable, well-understood groupset. The owner of this build added a Dura-Ace 9000 chainset and rear derailleur, partly because those two components are the most visible parts of any groupset and partly because the chrome detailing matches the frame so well. The chainset swap also allowed a gearing change from 53/39 to 52/38, paired with an 11-28 cassette. On paper the difference looks small, but the smaller chainrings make turning the cranks noticeably easier on long rides.

Tyres and tubes matter more than many riders expect on a bike like this. A set of 28c S-Works Turbo tyres has been the consistent choice here, offering a good balance of comfort, grip and outright speed. They are matched with Turbo tubes, lightweight butyl inner tubes that come pre-talced, which helps lower rolling resistance slightly. They are also around 40 grams lighter than a standard butyl tube, so fitting them front and rear saves close to 80 grams.

The finishing kit was the first area to be changed, mainly to dial in fit. A 38 centimetre Pro Vibe alloy handlebar paired with a 100 millimetre S-Works stem keeps the front end comfortable and easy to work on. An integrated carbon cockpit would look sharper, but alloy bars and a conventional stem keep re-cabling simple and the cost of changes low.

The saddle has also moved on. After nearly a decade on a Specialized S-Works Toupe, the build now runs a Fizik Vento Argo 00. It is only slightly lighter, but the grippy surface and the wider wings add real comfort on longer rides. The seat post is one of the few original parts still on the bike.

Things to Consider Before Buying

The main quirk is the bottom bracket. This frame uses a press-fit BB30 standard rather than a threaded shell, and keeping it quiet can take patience. Creaking is a common complaint on press-fit setups, and the workable fix here has been applying threadlocker to the outer race of the bearings. It is not an elegant solution, but it does the job.

The bottle cage bolts are another known annoyance. Some of them can spin within the frame and become impossible to undo. That limits the bike to a single bottle for many owners, and if the original S-Works bolts are still in place, leaving them alone is often the sensible choice.

Paint durability deserves attention too. The red finish has no protective clear coat over it, so it chips more easily than most. After nearly eight years of use, this particular frame has held up reasonably well, but a used example should be inspected closely for marks and touched-in areas.

Rim brakes bring their own long-term consideration. Carbon brake tracks wear down with use, and once they are gone the wheels lose most of their value. That is exactly why the original Roval CLX40 wheels on this build were sold after six months, before the braking surface had been used up.

Upgrades and Long-Term Ownership

Wheels are the most common change on a bike like this, and the replacement set here is a good example of pragmatic spending. A lower-cost carbon wheelset, picked up for around £300, has proven surprisingly dependable. The sealed cartridge bearings are easy to service and the rims have never needed truing. Paired with carbon-specific brake pads, braking is strong and predictable, which matters a great deal on a rim brake bike with carbon rims.

Tyres and tubes have stayed consistent. The 28c S-Works Turbo tyres deliver the balance of comfort, grip and speed that suits a light alloy frame, and the pre-talced Turbo tubes shave weight and a little rolling resistance at the same time.

There is still a short upgrade list for the future. Matching Dura-Ace 9000 brake calipers would complete the groupset visually and add a little more polish. A fresh set of the latest S-Works Turbo tyres is planned once the current ones wear out. A new S-Works seat post is also on the list, since winter riding and a saddle-mounted rear light have taken their toll on the lacquer of the original.

Beyond that, the bike is close to finished in its owner’s eyes. Aluminium frames of this quality tend to outlast their components, and with sensible maintenance there is no reason this one cannot keep going for many more seasons.

Buying Used: What to Check

Most S-Works Allez frames of this generation move through the used market rather than sitting in shops, and buying secondhand is a perfectly reasonable route as long as the frame is sound. Sizing comes first. These frames were built to replicate the geometry of the brand’s carbon race bikes, so a correct fit matters more than a bargain price.

Once the size is right, listen for bottom bracket noise on a test ride, since press-fit creaking is the most likely issue you will encounter. Check the bottle cage bolts to see whether any of them spin freely. Inspect the paint carefully around the bottom bracket, chainstay and seat cluster, remembering that the finish has no clear coat to protect it.

If the bike comes with carbon wheels, look at the brake tracks for wear, and factor replacement cost into your offer. Drivetrain wear is easy to assess as well, and Ultegra 6800 parts remain widely available, so worn components are a negotiating point rather than a deal breaker.

Buying Advice

The strongest argument for this bike is the frameset. Hydroformed alloy at around 1,000 grams, a carbon fork and a finish that looks far more premium than the material implies make it a rewarding base for a long-term build. If you want a light, simple rim brake road bike that you can service at home, it is an easy bike to recommend.

Set expectations around maintenance rather than performance. Budget for a bottom bracket service and a set of brake pads, and check carbon rim wear before you commit. Because almost everything on the bike is standard, upgrades can be done gradually and cheaply, which keeps the total cost of ownership low over several years.

Choose this bike if you value durability and easy wrenching over the latest standards. It is not a disc brake platform, and it will not accept the widest tyres, but within its remit it is quick, light and satisfying. A well-kept example should give years of riding before it needs anything more than consumables.

Conclusion

The Specialized S-Works Allez is a reminder of how good aluminium road bikes can be when the tubing, the fork and the detailing are all taken seriously. The frame is light, the finish is genuinely handsome, and the build here shows how far careful component choices can take a bike that started life as a secondhand purchase.

Its quirks are real, from the press-fit bottom bracket to paint that chips without a clear coat, but none of them are deal breakers for a rider who enjoys looking after their own equipment. For anyone shopping for a light alloy road bike that can be maintained for years rather than replaced every few seasons, this one deserves a place on the shortlist.