Specialized Levo 4 Alloy Comp review: Does this much-hyped e-bike deliver, even at a low price?

Conclusion by Max Fuchs, BIKE editor

Does the Turbo Levo 4 perform well even without the extra power? Unfortunately, only to a limited extent. That’s because the extra weight takes its toll on handling. Otherwise, there’s nothing to complain about: the motor is powerful, the spec is impressive, and the frame is superbly built and well thought out. In short: the top-of-the-range S-Works model is a fair bit more fun, but it certainly wouldn’t be worth the extra 8,000 euros to me.

Technical Specifications

• Total weight: 25.99 kg without pedals
• Battery weight: 4,246 g
• Weight of wheels: 6,270 g
• Front fork / shock absorber: Fox 36 Rhythm / Float X Performance Genie
• Circuit: SRAM Eagle 90
• Brakes: SRAM Maven Bronze / 220/200 mm
• Wheels: Specialized alloy rims / DT Swiss hubs
• Tyres: Specialized Butcher, GRID GRAVITY, GRIPTON T9
• Seat post / travel: X-Fusion Manic / 150 mm
• Max. system weight: 136 kg
• Warranty: for life
• Engine: Specialized 3.1
• Battery: 840 Wh, removable

The Specialized Turbo Levo 4 S-Works It’s one of the best e-mountain bikes we’ve ever tested. The price tag: 14,500 euros. A sum that takes the average consumer’s breath away – and leaves their bank account empty. So we ask ourselves: what remains of this excellence if you cut the budget by more than half?

The Turbo Levo 4 Alloy Comp costs 6,499 euros. It shares the same platform as the S-Works: same drivetrain, same geometry, same DNA. But no carbon frame, no high-end components – and it weighs over 26 kilograms ready to ride.

Massive, heavy, well-equipped

The wide, removable battery and the comparatively large motor characterise both the bike’s appearance and its overall weight. The in-house 3.1 motor and the 840 Wh battery weigh a combined 7.43 kilograms. By way of comparison, the Bosch CX 5 system with an 800 battery weighs 6.82 kilograms. Furthermore, the removable battery in the aluminium frame requires greater wall thickness to ensure the necessary stability in the open down tube. The result: a hefty total weight of 25.99 kilograms in size S3, excluding pedals.

The spec is impressive. SRAM supplies its Maven brakes in the Bronze version – incredibly powerful and reliable – as well as the robust Eagle 90 drivetrain. A Fox 36 fork from the Rhythm range is fitted beneath the head tube, whilst a Fox Performance Genie shock is fitted at the rear. 160 millimetres of travel at the front, 150 at the rear. Wheel setup: Mullet.

The battery is secured in the down tube with a screw and can be removed from the side for charging. The adjustable geometry offers further benefits: a flip chip allows for two chainstay lengths, whilst a second one raises or lowers the bottom bracket. If that’s not enough, you can adjust the steering angle using eccentric headset cups. Build quality and finish: the high standard typical of Specialized.

Engine: powerful, but with a few drawbacks

The 3.1 motor delivers 810 watts of peak power and 105 Newton-metres of torque. In the S-Works model, software tuning allows the motor to deliver as much as 850 watts and 111 Newton metres. By way of comparison, following its latest update, the Bosch Performance Line CX delivers 750 watts and 120 Newton metres.

The Dynamic MicroTune mode proved to be the standout feature. It allows you to adjust the assistance in fine increments of 10 per cent – directly on the bike. On the trail, the motor makes a powerful impression and runs very smoothly when riding at a steady pace. Furthermore, the motor is pleasantly quiet considering its power output. On challenging climbs, however, the competition now rides more smoothly and is easier to modulate. There is also criticism regarding the gearbox rattling.

More than the background noise, it was its peculiarities at very high cadences that bothered us – for example, when building up momentum to pedal up a steep climb. Here, the assistance drops off once a certain threshold is reached. This loss of power cost us the odd key section during the test.

Plenty of road safety, not much of a sense of fun

Weight determines the bike’s character. The heavy aluminium Levo literally sticks to the ground. At high speeds and on rough terrain, its weight is an advantage: the bike feels stable and follows the ideal line straight away. The high riser handlebars enhance the feeling of security on steep sections. Want to do bunny hops or manoeuvre the bike through rapid changes of direction? That requires maximum physical effort.

The main reason for this lies in the down tube. The heavy 840 Wh battery is positioned very high up, which compromises the weight distribution. Due to the high centre of gravity, the Levo feels even heavier than it already is. Our tip for anyone who prioritises handling over range: the retrofittable 600 Wh battery for €999. This more compact battery, which is 1,058 grams lighter, lowers the centre of gravity and noticeably improves handling.

To further counteract its ponderous nature, we’ve tweaked every aspect of the geometry: a steeper head angle, a short chainstay and a low bottom bracket. This makes the bike feel more compact and responsive. Nevertheless, despite all these tweaks, the Levo hasn’t turned into a Trail-Flo. Its burly character remains – albeit not quite as dominant as before.

The suspension scores highly for comfort. The fork and shock absorb bumps with ease. However, due to the lack of damping adjustment, the Fox Rhythm fork tends to sit deep in its travel and use up its reserves early on. Volume spacers to increase end-stroke progression help to remedy this.

Rear-end traction: good both uphill and downhill. And yet we’d expected more. Specialized developed the Genie shock specifically for the Levo – and promises exceptional suspension performance as a result. Thanks to the larger air chamber, the rear end is supposed to scan the ground meticulously for traction whilst still counter-steering progressively on hard landings. The latter works well. However, we didn’t really notice the traction boost.

Uphill, the Levo 4 impresses first and foremost with its long chainstays. Despite the high front end, the front wheel stays on the ground on steep sections. Control is good. However, if you adjust the geometry to prioritise handling – as we did – you’ll have to make some compromises. The shorter rear end and lower bottom bracket shift the centre of gravity further towards the rear when seated – and control over the front wheel is reduced.

E-All-Mtn. review

Positive:

• excellently made
• An intuitive and safe battery design
• a wide range of settings
• high-quality fittings
• great safety when driving downhill

Negative:

• heavy weight
• The engine is rattling
• A dip in power at high cadence

Now it’s your turn: what’s your limit when it comes to the total weight of an e-mountain bike? Let us know in the comments.