Specialized Levo R test: Nobody had this new e-bike on their radar

Specialized presents its new trail e-bike, the Levo R. The target group is broadly diversified: from the average consumer to beginners to experienced riders who are looking for a motorised replacement for their lively trail bike. Or to put it another way: the Americans are aiming the newcomer at all those who want to maximise the downhill potential of the regular Specialized Turbo Levo 4 (reviewed here) - and that of many other full-suspension e-mountainbikes - cannot or do not want to utilise.

There are many reasons for this: a lack of riding technique or a willingness to take risks, sluggish and sometimes tedious handling - or simply home trails that are not challenging enough and lose their appeal as soon as you glide over them on an e-bike packed with suspension travel. But no matter what the deciding factor is: In practice, the end user always benefits more from a light, lively e-bike than from maximum suspension travel reserves, brute tyre grip or stoic smoothness.

The 29er rear wheel and the weight-optimised setup would also look good on the Levo 4. - Max Fuchs, BIKE editor

Less is more: the key data of the Levo R

In technical terms, the Levo R is more a targeted reinterpretation of the current Levo 4 than a completely new development. The Levo frame platform and familiar technologies have been retained, but have been combined into a tamer and lighter overall package. In order to tailor the newcomer precisely to the everyday trail riding of the masses, the front and rear suspension travel has been reduced by two centimetres to 140 and 130 millimetres respectively. Naturally, this also changes the geometry: less long, less slack, less smooth on full throttle sections - but more balanced, more direct and easier to handle. Specialized has also said goodbye to the mullet tyres. The Levo R rolls on 29-inch wheels at the front and rear. The bike is available in three versions: the S-Works model for 13,999 euros, the Expert version for 9,999 euros and the Comp version for 7,999 euros. All models have a full carbon frame. Aluminium versions are not available at launch.

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Why is the Levor R so light?

The Levo R S-Works weighs just 21.3 kilograms in frame size M - despite the large, removable 840 Wh battery and powerful S-Works motor. By comparison, the S-Works Levo 4 weighs 2.4 kilos more. According to Specialized, 530 grams of this is accounted for by the frame alone. How is that possible? Because visually, the two chassis are like two peas in a pod. The rear triangle, shock linkage, battery removal and even the shape of the main frame hardly show any differences at first glance. The key lies on the inside: in the carbon layup.

The Levo R, with its shorter suspension travel and lightweight spec, is less designed for wild downhill action than the Levo 4, meaning that its descending qualities take a back seat. This gives the developers room to manoeuvre: thinner walls here, a weight-optimised fibre arrangement there. Specialized also saves weight on the rear triangle. While only the linkage of the Levo 4 is made of carbon, the Levo R also relies on carbon fibre for the shock rocker.

The Levo R saves the remaining 1,870 grams on the equipment. Instead of the brute SRAM Maven, the lighter SRAM Motive brakes. The massive Fox 38 Factory gives way to the much slimmer Fox 36 SL. The Fox Float Genie damper also pushes the weight balance further down without a reservoir. The final tip of the scales is provided by the handlebar/stem unit and the carbon Roval Traverse SL wheels as well as the lighter tyres.

The drive unit of the Specialized Levo R

Specialized's in-house 3.1 S-Works motor is at work in the top-of-the-range Levo R S-Works model. The specially developed drive Specialised recently sharpened via an over-the-air update. The new performance data: a whopping 850 watts of peak power and 111 Nm of torque. In the more affordable Levo R Expert and Levo R Comp versions, the 3.1 motor also provides thrust, but without the S-Works add-on and therefore slowed down by the software. As with the Levo 4, Specialized only releases the full power on the S-Works model. If you don't want to dig quite so deep into your pockets, you'll have to make do with 810 watts of peak power and 105 Nm of torque - still powerful enough, but a little weaker than the high-end model's power unit.

The Levo R rolls off the production line with an 840 Wh battery as standard. As with the Levo 4, the energy storage unit is secured by a screw in the down tube and can be folded out to the side. If you want to save weight and sharpen up the handling, you can upgrade to the smaller 600 Wh battery - surcharge: 999 euros. Those aiming for maximum range can couple the 840 Wh battery with Specialized's Range Extender. The additional 280 Wh costs 699 euros.

At 3.18 kilos for the motor and 4383 grams for the 840 Wh battery, the Specialized combo is one of the heavier systems on the market. Both DJI and Bosch offer a lighter overall package.

With many adjustment options for perfect geometry

The geometry of the new Levo R is also pleasingly variable. An offset bushing on the lower shock mount raises or lowers the bottom bracket by five millimetres. Flip chips in the Horstlink bearings lengthen or shorten the chainstays by six millimetres. Fine-tuning of the steering angle is also possible. The factory setting is 65 degrees. However, with the eccentric headset shell supplied, the steering angle can be set one degree slacker or steeper to suit your taste.

Welcome added value + attention to detail

The Levo R adopts the storage compartment system of the Levo 4, with a magnetically secured SWAT bag above the battery with space for tools, a tube and CO₂ cartridges. If you install the smaller 600 Wh battery, you gain additional storage space - enough for a jacket or snacks. No other e-bike frame currently offers so much "luggage space". Plus point for frequent riders: Specialized offers a lifetime warranty on the frame and free replacement for all rear suspension bearings - only valid for the first owner.

The Genie shock in the Specialised Levo R

As with the Stumpjumper, Specialized also relies on its patented Genie technology based on the Fox Float shock for the Levo R. To repeat: The Genie shock has two air chambers: The inner main chamber and a small outer chamber. The increased air volume improves the response behaviour and the absorption capacity in the mid-travel range. Once 70 per cent of the spring travel has been used up, the outer chamber closes, the air volume shrinks and progression increases significantly as a result - a Genie trick that enables maximum comfort and traction without compromising on final progression.

How the new Specialized Levo R rides

During the press camp in Málaga in mid-January, I had the opportunity to test the Levo R S-Works intensively for two days. The terrain: classic touring style with undulating single trails, longer gravel transfers, technical climbs and moderate descents - exactly the kind of terrain that Specialized has positioned the new Levo R for. As I'm currently riding a Levo 4 in the endurance test, I was particularly excited to see how the Levo R would fare with its more moderate character.

The bike delivers the first realisation as soon as you sit on it: Specialized has succeeded in differentiating it from the Levo 4. Despite their visual similarity, the two bikes are worlds apart in terms of riding position - especially when it comes to the riding position. While the saddle of the regular Levo with its 160 mm fork and 50 millimetre riser handlebars allows you to cruise through the terrain as if you were in a monster truck, the sporty Levo R initially feels as comfortable as a VW Beetle in rally trim. The flat monocoque cockpit with 50 millimetre stem length and the lower stack position the rider in the bike with a focus on propulsion and a lot of pressure on the front wheel. Too much pressure for my taste, as it pinches the palms on long flat sections. Comfort? Not at all. So on the second day of testing I fitted a classic cockpit and more rise. This noticeably relaxed the riding position. This configuration comes as standard on the non-S-Works models anyway and is much better suited to the Levo R's everyman appeal than the top model's race cockpit.

From then on, the Levo R moves forward quickly thanks to the lightweight Traverse SL carbon wheels and the comparatively fast tyres. Long reach, steep seat angle: the riding position remains sporty, but after a small adjustment it is comfortable enough to survive long days in the saddle. The damper characteristics fit seamlessly into the propulsion-orientated overall picture. The Genie shock is high in its travel, remains calm when pedalling and provides plenty of support when pushing into corners or over bumps. The Levo R accelerates effortlessly and maintains its speed well - just as you would expect from a lively trail bike.

When the ground gets rougher, the 29er rear wheel comes into its own. The Levo R rolls noticeably smoother over roots and stones than its big brother with mullet tyres, especially when seated. Downhill, the Genie shock comes into focus. The compact shock provides significantly more travel than the nominal 130 millimetres would suggest. The response behaviour to fine bumps is just as impressive as the traction. The rear reliably irons out small stone fields or root carpets. As soon as the Genie damper closes the second air chamber on hard impacts, the progression increases noticeably. Breakdown? Not a thing. You never get the feeling that you have reached the end of the suspension travel. This impressive suspension quality, combined with the 29er wheels and the long geometry, creates a healthy degree of composure without robbing the Levo R of its playfulness. Balanced and uncomplicated - that sums up the handling of the newcomer in a nutshell. Nevertheless, the Levo R can't do magic. With only 140 millimetres of travel on the fork and the sporty riding position, you will sooner or later reach its limits in steep enduro terrain.

The Levo R comes from the factory with the short chainstay. If you want an even smoother ride, you can switch to the long setting. Sounds tempting, but be careful: the longer rear end pushes the centre of gravity further forward. And since the sporty Levo R is already front-heavy, the extra straight-line stability comes at the expense of the riding position.

The biggest drawback: the high centre of gravity of the large 840 Wh battery. To allow the battery to be removed from the side, the 4,383 gram energy storage unit sits relatively high in the down tube above the motor. This worsens the weight distribution - and ensures that the nominally light Levo feels heavier off-road than some heavier e-bikes with a lower centre of gravity. Models such as the Canyon Spectral:ON or the Moustache Clutch show how it can be done better: the battery sits directly in front of the motor, as low as possible in the down tube. Removing the battery downwards is less comfortable, but has a positive effect on handling. So my tip for the Levo R: invest in the smaller and lighter 600 Wh battery. It lowers the centre of gravity and noticeably improves the handling.

Conclusion from Max Fuchs

So is the Levo R the Levo that nobody knew they needed? Unfortunately not quite. Although the Levo R does a lot better than its higher-travel brother - especially the 29er rear wheel and the weight-optimised setup would also look good on the Levo 4 - the range of use remains narrow due to the short suspension travel. The concept really comes into its own on tame trail laps and when you're eating up the kilometres. When the terrain becomes more technical, the bike reaches its limits with its sporty riding position and limited travel reserves and requires a practised hand on the handlebars. Even if the riding qualities meet the requirements of most touring bikers, the Levo R lacks a little sovereignty for a complete all-rounder.

Specialised Levo R model overview