Mick & Wil review the 2026 Specialized Levo 4

When it comes to iconic names in the world of electric mountain bikes, few wouldn’t be familiar with the Specialized Levo.

Ever since it launched back in 2015, the Levo has been an enormously popular model for Specialized. It’s also consistently been at the forefront of innovation with an approach that has captured what most e-MTB enthusiasts actually want out of their riding experience.

The previous Levo 3 was a great example of this, with its mixed wheel platform, burly build kit, slick MasterMind TCU display and app integration putting it way ahead of the pack at the time. It says a lot that it’s still a relevant bike some four years on, and indeed many brands are only just catching up now.

e-MTB technology moves quickly though, and it was clear that there was scope for improvement in terms of motor power and battery capacity. With last year’s arrival of the market-disrupting Amflow PL Carbon as well as the Bosch CX Gen 5 motor, we began to ponder how Specialized would respond.

After a long wait, the new Specialized Levo 4 is finally here! We’ve had the chance to ride one over the past month, which culminated in several days of testing and shooting at the Mystic Bike Park in Bright. Having put the Levo 4 through its paces on some of the best mountain bike trails in Victoria’s High Country, what do we think of Specialized’s new flagship e-MTB?

Watch our video review of the Specialized Levo 4 here:

An overview of the new Specialized Levo 4

The Specialized Levo 4 carries on in its position as a premium do-it-all, full-powered e-MTB. The chassis is entirely new for this year, though the mullet wheel setup, 160mm travel fork and 150mm of rear travel are unchanged from the previous Levo.

Out back you’ll still find the FSR four-bar suspension platform, but there have been some kinematic updates brought over from the latest Levo SL and Stumpjumper 15. The new link arm is longer, helping to create a slightly lower and flatter leverage rate.

The Levo 4 is also now built around the innovative GENIE shock. Designed by Specialized and manufactured by Fox, the GENIE is essentially a Float X with an additional air sleeve surrounding the shock body. This outer sleeve is utilised for the first 70% of the travel, creating a huge volume of air that allows for a plusher and more coil-like ride quality. At the 70% mark the internal GENIE band cuts off the outer sleeve, radically reducing the air volume to create a highly progressive spring curve for the final 30% of the stroke. The idea is to prevent the shock from bottoming out on big impacts, without sacrificing the quality of suspension for the majority of the travel.

Specialized calls this patented dual-stage air spring ‘Pneumatic Spring Assist’ (PSA). As we’ll discuss in more detail shortly, it’s a significant contributor the overall ride quality of the Levo 4.

Quieter & more powerful 3.1 motor

Also playing a big role is the new Specialized 3.1 motor. As with the previous version, the 3.1 drive unit is designed by Specialized and manufactured by German brand Brose. However, it features a completely different construction both inside and out.

Having ditched the plastic gears and belt drive of old, the 3.1 motor incorporates all-steel gears with a diamond-like coating for improved durability and thermal stability. Specialized claims this design offers better heat dissipation and therefore less noise, while having a stronger casing that is notably smaller than its predecessor. Total weight remains much the same at around 2.9kg.

The 3.1 motor is also more powerful, offering 101Nm of torque and 666 Watts of peak power (compared to 90Nm and 565 Watts in the old 2.2 motor). In an intriguing plot twist, the S-Works model then elevates those numbers to 111Nm of torque and 720 Watts of peak power. This increase is achieved purely via firmware, since the physical drive unit is identical throughout the Levo 4 range.

Of course the next logical question is to ask whether you could update the motor on a Comp or Expert model and unlock the extra power. Specialized tells us this isn’t currently possible, which we expect will be a point of frustration for owners of one of the cheaper models. That being said, whether you need all of that power is an entirely different question that I’ll address later on.

Side-entry battery & SWAT storage

To go with its more powerful motor the Specialized Levo 4 gets a bigger 840Wh battery. And thanks to the latest generation cells it’s not that much heavier than the old 700Wh battery (4.38kg vs 3.9kg).

It’s also shorter in length and now loads into the frame via the side of the downtube. According to Specialized this approach proved to be advantageous from an FEA (Finite Element Analysis) standpoint, with the Levo 4 frame achieving a higher strength rating during lab testing. That’s despite it being a bit lighter than its predecessor thanks to the removal of the sidearm.

Battery removal is notably faster and easier with the side-entry system. A 5mm hex key is required to take off the cover before the battery is then released from the frame. Specialized amusingly calls the downtube void the ‘Wattage Cottage’, which includes designated SWAT storage up at the head tube. A neat pouch for carrying a spare tube and tools is included with the bike, and it’s held securely in place using magnets to minimise noise and vibration.

On the topic of batteries, Specialized will also be producing a 600Wh option that is due to be available later this year. It’ll be shorter and about 1kg lighter, which would put less mass up at the head tube while providing extra storage room inside the Wattage Cottage. Unfortunately it won’t be an option at the point of purchase, so riders will have to buy the 600Wh battery separately if they want the lighter setup. Pricing is yet to be confirmed, though we’ll update this review once we have it.

Range extender & super fast-charging

What is available right now for the Levo 4 is a 280Wh range extender. This locks into the bottle cage, with an additional mounting stub just above to help secure the battery in place. The range extender weighs 1.65kg with the included cord, and it’ll sell for $950 AUD. Combined with the main battery you’re looking at a total capacity of 1,120Wh, which is enormous.

Also noteworthy is the fact that you can run the Levo 4 off the range extender alone. While you still get 100% of the available torque, the system will automatically reduce the motor’s power output by 50% so you don’t drain it too quickly. Removing the main battery and using the range extender on its own also drops a significant amount of weight, which as I found out has a positive impact on handling. More on that in a bit.

Charging batteries is done with a standard 5 amp charger that’s included with the bike. You’ll also be able to buy an optional 12 amp ‘Smart Charger’ that’s capable of recharging the main battery from 0-80% in under an hour. That’d be useful for big days out at the bikepark where you could top up the battery over lunch. For everyday use the Smart Charger has an Eco mode that is much slower, which is better for the long-term health of the lithium-ion cells.

New MasterMind display & controls

Specialized already set the bar with its user interface on the previous Levo, and the Levo 4 elevates that standard once more.

The updated MasterMind control unit incorporates a larger, higher resolution display with a bigger font size that makes it easier to see all the info at a glance. There’s a tonne of metrics on offer including speed, distance, elevation gain, slope, cadence, motor power output and rider power input. It can even tell what gear your AXS derailleur is in, and it’ll display your heart rate if you have a monitor paired. Each screen is fully customisable using the Specialized app, so you can display as much data as you like.

The wired handlebar controller is also new, with a multi-directional button in the middle that allows you to toggle through the various screens on the display. The controller is used to select between the Eco, Trail and Turbo assist modes, and for the first time they’re joined by a new adaptive Auto mode that automatically varies the motor’s power output based on the input from your legs.

Each mode is adjustable using the controller or app. You’re able to tweak the motor’s acceleration, overrun, support level and peak power, giving plenty of scope for customisation. There’s even an optional shuttle mode that gives you maximum motor support with minimum pedal input, something that’s handy for zooming up fireroads when you’re lapping your favourite descent.

If you’d prefer more on-the-fly adjustability, you can utilise Micro Tune or the new Dynamic Micro Tune function. Micro Tune adjusts both the support level and peak power in matching 10% increments, while Dynamic Micro Tune keeps the peak power locked at 100% through its range to provide a more progressive feel to power delivery.

Geometry & size chart

Geometry was already pretty well sorted on the previous Specialized Levo and the numbers don’t stray too far with the new bike.

There are five sizes from S2-S6, with the smallest S1 being notably absent from the range. Specialized indicated that S1 sales were quite low with the previous Levo so it made the decision to scrap it. Short riders should not lament however, as there will be another option coming in the future.

Otherwise the 64.5° head angle remains the same and the 77° seat angle is only a touch steeper than before. More noteworthy is the fact that Specialized has lopped 7mm off the chainstays, which sees the rear centre length coming in at a very compact 435mm.

All of the adjustability features have been carried over from the old bike, which includes a nifty headset that allows you to go 1° steeper or slacker on the head angle. There’s also a flip chip in the lower shock mount that’ll drop the BB height by 6mm, and a chainstay flip chip that’ll extend the rear centre length by 9mm.

Furthermore, the Levo 4 frame is officially rated for use with up to a 180mm travel fork. All-in-all, there is a huge range of options when it comes to bike setup.

Specialized Levo price & specs

There will be four models in the 2026 Specialized Levo 4 lineup with prices starting at a substantial $12,900 AUD for the Comp Carbon. There’s currently no sign of any alloy models just yet, but we expect they can’t be too far away.

For the time being all Levo 4 models employ the same FACT 11m carbon frame and 840Wh battery. Each bike gets the new Specialized 3.1 motor, though you’ll have to plump up for the S-Works to get the extra torque and power.

Of course, it’s the S-Works model that Specialized sent us to review, which comes with all the bells and whistles for the measly price tag of $23,500 AUD. Yes, that’s hideously expensive, but believe it or not, it’s actually the same price as the previous Levo, which goes for all models in the range. We hadn’t expected that given the new frame, larger battery and more powerful motor.

2026 Specialized S-Works Levo 4

• Frame | FACT 11m Carbon, FSR Suspension Design, 150mm Travel
• Fork | Fox 38, Factory Series, GRIP X2 Damper, 160mm Travel
• Shock | Fox Float X GENIE, Factory Series, 210x55mm
• Motor | Specialized 3.1 S-Works, 111Nm Torque & 720W Peak Power
• Battery | Specialized 840Wh & 280Wh Range Extender (Included)
• Wheels | DT Swiss 240 DEG Hubs & Roval Traverse HD Carbon Rims
• Tyres | Specialized Butcher T9 GRID Gravity 29×2.3in Front & 27.5×2.3in Rear
• Drivetrain | SRAM XX AXS Transmission 1×12 w/XX Carbon 34T Crankset & 10-52T Cassette
• Brakes | SRAM Maven Ultimate 4-Piston, 220mm Front & 200mm Rear HS2 Rotors
• Handlebar | Race Face Era Carbon, 800mm Width, Rise: 20mm (S2), 40mm (S3-S6)
• Stem | Industry Nine A35, 40mm Length
• Seatpost | Fox Transfer Neo Factory Series, 34.9mm Diameter, Travel: 150mm (S2), 175mm (S3), 200mm (S4-S6)
• Saddle | Specialized Power Pro Mirror, Hollow Titanium Rails
• Claimed Weight | 23.68kg (S4)
• Actual Weight | 23.62kg (S3)
• Price | $23,500 AUD

2026 Specialized Levo 4 Pro

• Frame | FACT 11m Carbon, FSR Suspension Design, 150mm Travel
• Fork | Fox 38, Factory Series, GRIP X2 Damper, 160mm Travel
• Shock | Fox Float X GENIE, Factory Series, 210x55mm
• Motor | Specialized 3.1, 101Nm Torque & 666W Peak Power
• Battery | Specialized 840Wh
• Wheels | DT Swiss 350 Hubs & Roval Traverse HD Carbon Rims
• Tyres | Specialized Butcher T9 GRID Gravity 29×2.3in Front & 27.5×2.3in Rear
• Drivetrain | SRAM X0 AXS Transmission 1×12 w/X0 Alloy 34T Crankset & 10-52T Cassette
• Brakes | SRAM Maven Silver 4-Piston, 220mm Front & 200mm Rear HS2 Rotors
• Handlebar | Race Face Era Carbon, 800mm Width, Rise: 20mm (S2), 40mm (S3-S6)
• Stem | Industry Nine A35, 40mm Length
• Seatpost | BikeYoke Revive Max 3.0, 34.9mm Diameter, Travel: 150mm (S2), 160mm (S3), 185mm (S4), 213mm (S5-S6)
• Saddle | Specialized Bridge Mimic Expert, Hollow Titanium Rails
• Claimed Weight | 23.94kg (S4)
• Price | $17,900 AUD

2026 Specialized Levo 4 Expert

• Frame | FACT 11m Carbon, FSR Suspension Design, 150mm Travel
• Fork | Fox 38, Performance Elite, GRIP X2 Damper, 160mm Travel
• Shock | Fox Float X GENIE, Performance Elite, 210x55mm
• Motor | Specialized 3.1, 101Nm Torque & 666W Peak Power
• Battery | Specialized 840Wh
• Wheels | DT Swiss 370 Hubs & Roval Traverse Alloy Rims
• Tyres | Specialized Butcher T9 GRID Gravity 29×2.3in Front & 27.5×2.3in Rear
• Drivetrain | SRAM GX AXS Transmission 1×12 w/GX Alloy 34T Crankset & 10-52T Cassette
• Brakes | SRAM Maven Silver 4-Piston, 220mm Front & 200mm Rear HS2 Rotors
• Handlebar | Specialized 6061 Alloy, 780mm Width, Rise: 30mm (S2), 40mm (S3-S6)
• Stem | Specialized Alloy Trail, 40mm Length
• Seatpost | PNW Loam, 34.9mm Diameter, Travel: 150mm (S2), 170mm (S3), 200mm (S4-S6)
• Saddle | Specialized Bridge Comp, Hollow Cr-mo Rails
• Claimed Weight | 24.41kg (S4)
• Price | $14,900 AUD

2026 Specialized Levo 4 Comp

• Frame | FACT 11m Carbon, FSR Suspension Design, 150mm Travel
• Fork | Fox 36 Rhythm, GRIP X Damper, 160mm Travel
• Shock | Fox Float X GENIE, Performance Series, 210x55mm
• Motor | Specialized 3.1, 101Nm Torque & 666W Peak Power
• Battery | Specialized 840Wh
• Wheels | Specialized Alloy Hubs & Rims
• Tyres | Specialized Butcher T9 GRID Gravity 29×2.3in Front & 27.5×2.3in Rear
• Drivetrain | SRAM S1000 AXS Transmission 1×12 w/Alloy 34T Crankset & 10-52T Cassette
• Brakes | SRAM Maven Bronze 4-Piston, 220mm Front & 200mm Rear HS2 Rotors
• Handlebar | Specialized 6061 Alloy, 780mm Width, Rise: 30mm (S2), 40mm (S3-S6)
• Stem | Specialized Alloy Trail, 40mm Length
• Seatpost | X-Fusion Manic, 34.9mm Diameter, Travel: 125mm (S2), 170mm (S3), 190mm (S4-S6)
• Saddle | Specialized Bridge Comp, Hollow Cr-mo Rails
• Claimed Weight | 24.41kg (S4)
• Price | $12,900 AUD

Ride High Country Test Sessions in Bright

A big thanks to Ride High Country for supporting and hosting us during this test trip. We based ourselves in Bright, staying at The Gavan Apartments — right across the road from the iconic Bright Brewery and smack bang in the middle of town. The apartments had a secure bike lock-up and were a genuinely lovely place to post up.

Bright really turned it on for us. The trails were running well, there was a stack of new stuff to ride, and it properly reignited our love for the High Country.

Sizing & fit

We’ve been testing the Specialized Levo in a S3 size to suit Mick’s height of 178cm and my height of 174cm.

Compared to the previous Levo the 455mm reach is a smidge longer and the 77° effective seat tube angle is a lick steeper. The result is a very similar feeling cockpit, especially given the 626mm stack is unchanged.

The front end is fairly high out of the box with the 40mm rise Race Face Era bars, though there is a heap of adjustability thanks to a long steerer tube and plenty of 5mm headset spacers. Unfortunately the bars were too wide for us though and were promptly cut down to 760mm. This is not without irony, given that Race Face produces the Era in three different widths to maintain its desired flex characteristic.

The rest of the Levo’s ergonomics are otherwise on point, with plenty of adjustability for the brake levers and controls. The Deity grips and 3D-printed Mirror saddle are excellent, and the 175mm travel dropper post is about right for a Medium-ish sized bike. Of note is the forwards-facing battery on the Transfer Neo, which provides more tyre clearance at full bottom-out.

Suspension setup

Despite the unique GENIE shock, setting up the suspension on the Specialized Levo 4 is straightforward. It’s recommended to start with 30% shock sag, and Specialized then has a suggested rebound setting based on air pressure. I needed 210psi to support my 68kg riding weight and set the rebound damping two clicks faster than halfway (9/14). Depending on the terrain, I adjusted the low-speed compression damping between fully open and about halfway through its 10-click range.

Further tuning can be unlocked by opening up the shock to play around with volume spacers. There are red clip-on spacers for the outer sleeve, which adjusts the spring rate of the first 70% of the stroke. Pack it full to make the GENIE behave more like a regular Float X shock, or remove all the red spacers to give it an ultra-plush and coil-like feel.

You can also tweak how much the shock ramps up in the final 30% of the stroke by switching up the blue and green volume spacers in the upper eyelet. Between that and the outer sleeve, there’s plenty of scope for tuning the spring rate to your liking. We dove into this in a big way with the Stumpjumper 15, so check out that review for everything you need to know about GENIE.

To better match the rear suspension, Specialized’s Ride Dynamics team made some modifications to the Fox 38 up front. Instead of having four volume spacers like you’d normally find on an e-MTB (like the Santa Cruz Vala we recently tested), there are just two. Specialized also specs a lighter tune for the GRIP X2 damper, leading to a plusher and more lively ride quality.

Specialized Levo 4 weight

Confirmed weight for our Specialized Levo 4 test bike is 23.62kg without pedals and with the tyres set up tubeless.

That figure was heavier than we were expecting. After all, we’d assumed that Specialized would have gone after the Amflow PL Carbon Pro, which offers a full-powered experience in a package that weighs just 20.42kg.

Stepping back for just a minute, the weight increase does reflect a broader trend across the Levo’s lifespan when you consider the weight of the Levo 3 (22.5kg) and the Levo 2 (20.7kg). It’s true that these bikes are getting heavier, which is largely due to the increase in battery size and the burlier components being fitted to them.

Sure, Specialized could have trimmed things down, but instead, it stuck to its guns by equipping the Levo 4 with a properly capable build kit that includes a Fox 38 fork, huge SRAM Maven brakes and heavy HS2 rotors. It also comes with DH-ready GRID Gravity casing tyres that weigh in at around 1.3kg each. This meant I was able to run fairly low pressures of 20-22psi up front and 23-25psi out back with little fear of puncturing.

What do we dig about the Specialized Levo 4?

There’s a lot to take in with the new Specialized Levo 4, but it’s perhaps the brilliant suspension performance that has stood out the most for us.

This is an incredibly plush and well-controlled bike, with the rear suspension delivering outstanding sensitivity across the board. That’s hardly a surprise given it shares similar kinematics to the Stumpjumper 15. A lot of credit is also owed to the brilliant GENIE shock, which we’d argue shines even brighter on the Levo thanks to its improved sprung-to-unsprung mass ratio. Combined with the high volume air spring, the first 70% of the travel offers coil-like suppleness that truly elevates grip and comfort over the previous Levo 3.

Bottom-out support is better too, with the GENIE ramping up significantly in the final 30% of its stroke. The way it does this is quite subtle, so you never feel like you’re hitting a wall at the end of the travel. Despite pushing the o-ring all the way to the end of the stanchion, we never once encountered any harshness from the back end.

It’s also worth acknowledging how well the suspension works right out of the box. Aside from setting sag and dialling in rebound, we felt little need to fuss around with settings like we would with a more complicated Float X2 shock. Of course there’s plenty of scope to tune the GENIE’s air chambers with volume spacers should you wish to dive as deep as we did with the Stumpjumper 15. However, we felt no need with the Levo as the stock setup felt so good off the bat.

Up front, the Fox 38 has performed well, too, with the lighter damper tune and increased air volume providing a smoother and more active feel compared to other 38 forks we’ve tested in the past. It balances really well with the GENIE, allowing both ends to maximise grip while soaking up impacts of all shapes and sizes. Along with the aggressive soft-compound tyres and ludicrously powerful brakes, the Levo delivers bag-loads of confidence when descending steep and challenging terrain.

Going long!

While we found the handling to be pretty good to begin with, there were situations where the Levo felt a little too agile. On flat-out sections of trail it wasn’t quite as planted as we expected, and tight uphill switchbacks could sometimes be difficult to negotiate.

Given the ride height and front-end steering otherwise felt great, it was determined that the short chainstays were likely the culprit. It’s worth noting that a 435mm rear centre length is very short for a long travel e-MTB. This can be advantageous on flowy jump trails and really steep descents where you want to get your weight as far back over the rear wheel as possible. However, it also meant that the Levo was a little unsettled when things got faster and rougher.

The solution was to switch the chainstay flip chip into the long setting, which extends the rear centre length to a still-quite-short 444mm. This led to an immediate improvement in weight distribution, and it provided a better balance with the S3 frame’s 455mm reach. While it remained easy to corner thanks to the mullet setup, the whole bike felt calmer and more predictable with the rear wheel generating better grip through loose turns.

The longer rear centre makes a notable difference on the climbs too, allowing you to remain seated more of the time. Combined with the sticky Butcher T9 tyres and traction-seeking suspension, the Levo has proven to be a very adept technical climber. Sure it might not be as grounded as a full 29er on the steepest and chunkiest of trails, but throw in a few tight turns and tricky features and the smaller rear wheel comes into its own.

One mighty powerful motor

Of course we can’t talk about the Levo’s climbing performance without discussing the new motor. Not only is the 3.1 drive unit smaller and quieter than its predecessor, it also delivers a lot more grunt. This is especially noticeable in Turbo mode, which offers an insane amount of power with rapid acceleration all the way up to the 25km/h cutoff point. That’s great for zipping up long fireroad climbs, but we honestly felt it was overkill when tackling proper singletrack. We also found the Auto mode to be a little bit hectic as it seems to give you full power too easily.

When climbing twistier trails, we made regular use of the Eco and Trail modes in order to maintain rear wheel grip and minimise lurching through tight switchbacks. Dialling down the acceleration and overrun levels (using the app or controller) also helps to mellow out the motor’s power delivery. If you’re after further fidelity it’s worth trying out the Dynamic Micro Tune function, which allows you to adjust the motor’s support level in 10% increments. This is particularly useful when riding in a group, as it allows you to better modulate your riding speed compared to the stock Eco/Trail/Turbo modes.

Indeed, there is an impressive amount of adjustability on offer with the 3.1 motor, and the user-friendliness of the app and controller will make it easy for most riders to dial it in to suit their needs.

As to the extra torque and power from the S-Works edition motor on our test bike? Well if you’re the kind of rider that tends to stick to the Eco or Trail settings, we reckon it’ll probably be wasted on you. We expect it’ll be more advantageous for heavier riders and those who are self-shuttling up long fireroads, where the added grunt allows you to climb faster and with less effort.

Huge power aside, we’ve been really impressed at how quiet the 3.1 motor is. In fact, this is one of the quietest full-power motors we’ve ridden, and we’re happy to report that we couldn’t detect any clacking noises on the descents.

And once dialled in to your preference, it is very smooth and responsive. Specialized tells us a lot of work has gone into the firmware to help the motor filter the rider’s pedalling inputs and provide intuitive support at the rear wheel, and for the most part we’ve found that to be the case. It’s also easier to access the motor’s peak power at higher cadences. Whereas the old 2.2 motor would peak at 60RPM and drop off after that, the 3.1 motor achieves its peak power at 70RPM and continues to deliver the same amount of support well beyond it. That gives it more punch and predictability when spinning up and over awkward obstacles.

What didn’t we like?

From a pure performance perspective, there are few downsides to the Specialized Levo 4. This is a genuinely impressive all-rounder that is plush, stable and easy to ride across a variety of trail types. Combined with the powerful motor, huge battery and capable build kit, it’ll tick a lot of boxes for what riders want out of their e-MTB experience.

Of course, the price on our S-Works test bike is absolutely bonkers, though that’s the case for any S-Works model, so it’s hardly a revelation. And the fact that it now comes with a more powerful motor will add some value and exclusivity for the folks who can afford to spend the extra cash.

That being said, we imagine there’ll be plenty of riders on Comps, Experts and Pros who will be frustrated by the restricted motor output, and we wouldn’t be surprised if Specialized offered a future firmware update to appease those customers. Whether you need the extra power is of course a different matter, but there’s no denying that much of the e-MTB market is bound to the ‘more is better’ mentality.

Full-powered, full-weight

Speaking of, it’s worth acknowledging that the new Levo isn’t particularly light. This is noticeable from a practical day-to-day perspective, like when you’re loading it into the back of your car or lifting it into a workstand. And while the overall weight distribution is excellent, the extra 5-6kg over a Levo SL is also apparent on the trail. Sure these two bikes are in different categories, but in terms of outright performance, the Levo SL remains one of the most fun and best handling mountain bikes we’ve ever ridden.

The flip side is that the Levo 4 offers vastly more power and range thanks to its bigger motor and battery. We expect that’ll hold more importance with the majority of e-MTB customers, so it’s understandable why the Levo is designed the way it is.

That being said, not everyone is going to need the 840Wh battery. We’d love to see Specialized provide the option to choose the smaller and lighter 600Wh battery at the point of purchase. As it stands you’ll have to buy that battery separately, and we don’t see many riders doing that.

Personally, I’d look at buying the range extender instead. With a total battery capacity of 1,120Wh, that’d make it possible to take on some humongous days out in the hills. And for shorter after-work rides, you could achieve a much lighter setup by removing the main battery and running the Levo off the range extender alone. Doing so dropped the weight of our test bike to 20.88kg while lowering the centre of mass by a hefty margin. The reduction in weight was also significant enough to warrant a change in fork pressure.

On the trail, the enlightened Levo delivered much quicker handling along with the ability to more easily pick up the front wheel. It was easier and more fun to ride, making it feel closer to a regular mountain bike.

Even with the motor’s power reduced by 50% there was still plenty of support too, and the 280Wh battery provided enough capacity for me to get in a 30km ride with 500m of elevation gain. Sure it might be a bit of a niche setup, and I’m not sure how many people will try it, but it was still a cool experiment that highlighted the importance of weight and its impact on bike handling.

Range testing with the Specialized Levo 4

With all the tuning options on offer, it’s possible to achieve a huge amount of range aboard the Specialized Levo 4. However, it’s also possible to drain the battery quicker than you might anticipate if you’re spending a lot of time in Turbo.

We saw this with the Amflow PL Carbon, which boasts a similarly high-powered motor with savage acceleration. If you’re riding trails with lots of twists and turns where you’re on the brakes a lot, the motor will demand a lot of energy every time it spins you back up to speed. This sort of stop-start riding can really sap the battery, so you’ll benefit from using a lower assist mode to improve range.

I generally preferred using the Trail mode anyway, which would allow me to get in a 50-70km ride in with 1,500-1,800m of climbing using just the main battery (no range extender).

As per usual, I also subjected the Levo 4 to our standardised range test. With the motor set to the most powerful Turbo mode with all the adjusters maxed out, I pedalled up a road climb before riding back down a singletrack descent. As per usual, the idea is to get as many laps in before battery runs flat.

Here’s how the Levo compares to all the other e-MTBs that I’ve performed this same test on;

• Norco Sight VLT (Shimano EP8, 900Wh Battery) – 2,478m climbing
• Amflow PL Carbon (DJI Avinox M1, 800Wh Battery) – 2,460m climbing
• Canyon Spectral:ON (Shimano EP8, 900Wh Battery) – 2,451m climbing
• Cube Stereo Hybrid 160 (Bosch CX Gen 4, 750Wh Battery) – 2,320m climbing
• Merida eOne-Sixty (Shimano EP801, 600Wh Battery) – 2,114m climbing
• Rocky Mountain Altitude (Dyname 4.0, 720Wh Battery) – 2,108m climbing
• Scott Patron (Bosch CX Gen 4, 750Wh Battery) – 2,079m climbing
• Trek Slash+ (TQ HPR50, 580Wh Battery) – 1,962m
• Specialized Levo 4 (S-Works 3.1, 840Wh Battery) – 1,908m climbing
• GasGas ECC 6 (SRAM Powertrain, 630Wh Battery) – 1,882m climbing
• Santa Cruz Vala (Bosch CX Gen 5, 600Wh Battery) – 1,767m climbing
• Focus JAM² SL (Fazua Ride 60, 430Wh Battery) – 1,665m climbing
• Scott Lumen (TQ HPR50, 360Wh Battery) – 1,567m climbing
• Orbea Rise (Shimano EP8-RS, 360Wh Battery) – 1,388m climbing
• Norco Fluid VLT (Bosch SX, 400Wh Battery) – 1,361m climbing
• Trek Fuel EXe (TQ HPR50, 360Wh Battery) – 1,312m climbing
• Scott Voltage (TQ HPR50, 360Wh Battery) – 1,311m climbing
• Specialized Levo SL (SL 1.2, 320Wh Battery) – 1,307m climbing
• Giant Trance X E+ Elite (SyncDrive Pro, 400Wh Battery) – 1,057m climbing
• Specialized Kenevo SL (SL 1.1, 320Wh Battery) – 1,053m climbing

When I finished the range test, I was surprised to see that the Levo hadn’t cracked the 2,000m barrier, given it has the second-largest battery of any e-MTB we’ve tested. However, there are a couple of important reasons for this.

Firstly, one of the adjusters that I’d maxed out in the app is called ‘Shuttle Mode’. This has been a feature on Specialized e-MTBs for a few years now, and switching it on allows you to get maximum motor support with very little pressure at the pedals. Not only did this see me cruising uphill at an incredible average speed of 23km/h, I was able to do so while exerting barely any effort. This saves all of your energy for descending, which is exactly what you want when using Shuttle Mode. It doesn’t do you any favours when it comes to battery range though, which is why the Levo didn’t get as much elevation gain as we expected.

Another contributing factor is the way that the motor and battery system is able to provide you with maximum support all the way down to 0%. This differs to a Shimano EP801 motor for example, which will automatically drop its power output when you dip below 20% capacity. By the time you’re at 5% the motor is barely working at all, which helps to eke out the remaining battery life but feels pointless from a support perspective. Personally, I prefer Specialized’s approach.

Lastly, the Levo comes with some of the heaviest, stickiest and most aggressive tyres we’ve tested on an e-MTB. This is awesome for grip and durability, but it doesn’t exactly help with rolling resistance.

With all of that in mind, it’s worth taking the above rankings with a grain of salt. Unfortunately, I didn’t have enough time to perform the range test again prior to this review going live, though I’d be keen to try it out with the Shuttle Mode disengaged. I’d also like to undertake it with one of the cheaper models that features the less powerful 3.1 motor, as I suspect that would lead to a noticeable increase in range too.

Component highs & lows

Looking across the broader Specialized Levo 4 lineup, each bike has received an aggressive spec that lends towards maximum descending performance. We’ve seen other brands try to cheat on weight by selecting thinner tyre casings or less capable suspension, but it’s clear that Specialized didn’t want to neuter the Levo with overly lightweight parts.

It’s also worth noting that the most important components are largely shared throughout the range, including outrageously plush GENIE shock, the powerful SRAM Maven brakes and sticky Specialized Butcher tyres.

As for our S-Works model, we have few criticisms outside of the price tag.

The Roval Traverse HD wheelset has been sturdy so far, and we love the chunky drawl of the high engagement DT Swiss 240 DEG rear hub. Shifting was a bit off with the SRAM XX drivetrain until we discovered that the derailleur had its setup key incorrectly set to the A position. Flipping that to the B position and tightening everything back down to spec had the chain gliding up and down the cassette as it should.

Braking power is absurd with the big Maven callipers, metal pads and 220mm front rotor. If this were our bike, we’d consider downsizing to a 200mm rotor and fitting organic pads to chill out the bite point a bit, though gravity-slaves and riders on the heavier side will no doubt appreciate the gobs of power on tap.

We’d also look at switching out the rear tyre for a dual compound Eliminator. The Butcher T9 is very aggressive, and while it does offer dependable traction in loose conditions, the soft rubber means it’s already looking quite haggard after only a few weeks of riding.

Lastly, we’ve really enjoyed the smooth and lightning-quick action of the Fox Transfer Neo dropper post. It has a quality feel to it, and being able to make micro-adjustments to the saddle height is really useful on technical climbs.

Motor & frame details

There’s plenty to be impressed about the Levo’s frame too. The finish is top-notch, and it’s fantastic to see a lifetime warranty on both the frame and pivot bearings.

We love all the tuning options from the in-built flip chips and angle-adjustable headset, and the updated cable ports mean you can now have the rear brake hose routed around the head tube. Kudos to Specialized for not forgetting about the Aussies, Brits and Kiwis!

Compared to the Levo 3, the smaller motor is more seamlessly integrated into the chassis. However, the bigger battery does result in a wider and more square-shaped downtube that makes the Levo 4 look more like an e-MTB than its predecessor. This is clearly a case of function over form, and it’s true that the side-entry design makes battery removal and installation significantly easier. That’s good news for riders who need to charge it separately to where the bike is stored, though it also makes for better access to the internal cables and the SWAT pouch.

It is a curious decision given that one of the Levo’s biggest competitors, the Trek Rail+, has gone in the opposite direction due to the rattling issues it had with its previous side-entry battery. We haven’t been able to hear or feel any rattles with the battery in the new Levo, which is snugged down neatly once the downtube cover is in place.

A smaller but no less appreciated detail is the updated charge port. Using a magnetic latch, it’s smaller and simpler than the bulky door used on the old Levo. The low-profile plug also means you can rotate the cranks without breaking off the door or cable, which is handy if you’re charging the battery while you have the bike in a workstand. Another nice update is how the MasterMind display shows you the remaining time until the battery is fully charged, so there’s less second-guessing when you’re topping it up before a ride.

Flow’s Verdict

After a long wait, we’re happy to report that the new Specialized Levo 4 lives up to its high expectations.

It builds on what we loved about the previous version with excellent, well-rounded handling, loads of geometry adjustments and a slick user interface. Specialized has then pumped it up with an insanely powerful motor, a huge battery and a burly build kit that is primed for descending good times. For a lot of e-MTB customers, the Levo 4 will tick a lot of boxes.

More importantly, it’s just a great riding mountain bike. The plush suspension is a notable highlight, with the innovative GENIE shock delivering outstanding grip and big-hit control. Combined with the custom-tuned fork, powerful brakes and sticky tyres, the Levo inspires loads of confidence on the most challenging terrain.

The beefier spec and larger capacity battery does result in more weight, which not everyone is going to be stoked about. And while the pricing is unchanged compared to the previous Levo 3, there’s no denying that it’s still expensive relative to many of Specialized’s competitors. We can surely expect there’ll be alloy models arriving at some point in the future, which will help to lower the price of entry.

In the meantime, those who value the quality finish and are after a powerful e-MTB will find the new Levo 4 to be one of the best e-MTBs that money can currently buy.

ABOUT THE REVIEWER - Wil Barrett

Hometown

Bendigo, Victoria

Height

175cm

Weight65kg