2026 Specialized Turbo Levo 4 eMTB review

After all these years, it’s finally clear: It’s not me. It’s you. Testing the Specialized Turbo Levo 4 opened my eyes to how an electric mountain bike should ride, and while it’s not perfect, it’s proof that eMTBs are getting better.

Much better.

(Super) natural power delivery improves tech handling

I ride mountain bikes way more than I ride electric mountain bikes, and with most eMTBs, I have to modify my normal riding style to work with a motor, especially when it comes to climbing and tech sections. In an e-bike review from a few years ago, I wrote, “I learned that I need to adjust my riding style to lean farther forward into steep climbs and allow the motor to do its work.” But hold on; why should I have to adjust my riding style to fit the bike? Clearly, it should be the other way around.

The Specialized Turbo Levo 4 is by far the most intuitive eMTB I’ve ever ridden. Starting from a stop, power comes on quickly, but not so quickly that I’m out of control or off balance. Even in steep and loose sections, the power is delivered smoothly enough that the rear tire rarely breaks traction. Riding local jank has always been a disaster on the eMTBs I have in for test; the Turbo Levo 4 is the first that doesn’t suck for these types of rides, allowing me to nimbly navigate awkward turns and tight squeezes between trees without being thrust headfirst into obstacles.

Just as important to technical trail navigation is the ability to maintain momentum even as you adjust your pedal position for the next move. The S-Works 3.1 motor has this neat trick where it continues driving the chain for a beat after you stop pedaling, as you can see in the video below. At Coldwater Mountain, I sailed through rocky sections with ease and even rode the raw, black-diamond Pip trail without a dab, up or down.

Specialized brands their flavor of power delivery in the new Turbo Levo SuperNatural. “The Levo 4 senses and amplifies your pedal force so precisely and naturally that you’ll fly up steep, loose, and slick terrain like nothing else,” boasts the marketing materials. “Master low-speed maneuvers with ease and dominate high-speed/high-cadence situations.”

The S-Works 3.1 motor was created in partnership with Brose and is fully designed by Specialized and is exclusive to the Levo 4.

Assistance levels

The Specialized Turbo Levo 4 has three built-in assistance levels: eco, trail, and turbo. You can fine-tune how much support each assistance level offers in the free Specialized smartphone app, or you can tune the assistance during a ride using the handlebar remote.

I’ve heard some argue that the lowest level of assistance on an e-bike basically just compensates for the heavier weight of the bike. That’s not so with the Levo 4, which feels zippy even in eco mode. For a couple of my rides, I kept the bike almost exclusively in eco mode and was able to average a steady 12mph pace without breaking a sweat — much higher than the average speed I usually carry on the same trails without a motor.

Trail mode is great for getting up steep hills, and I also used it to fast-forward through mostly flat traverses on the way to more exciting trails.

Turbo mode amps things up to the max, delivering maximum motor power with minimal rider input. I found Turbo to be overkill for most tasks, particularly technical sections where I needed to modulate my speed and power for maximum control. For anyone who really hates climbing, I could see Turbo being a useful setting for getting to the top in the quickest, most painless manner possible. Longer term, I would probably use the Specialized app to turn Turbo down a couple notches since I rarely, if ever, need 100% ease and power at the same time.

The three-button remote is unobtrusive and is fairly easy to operate. It’s simple to adjust the assistance mode and to toggle through the data screens, though fine-tuning the assistance levels isn’t super intuitive. Fortunately, the included user manual explains things well and in great detail. This is easily the thickest user manual I’ve seen for a mountain bike, though to be fair, it includes instructions in multiple languages.

Like any modern gadget with a screen or an app, the Turbo Levo displays service reminders that many riders will likely ignore, or at least put off for a very long time.

A big battery makes for a heavy bike

My first impression upon lifting the Specialized Turbo Levo 4 out of the box: this thing feels like a motorcycle. Yes, the Fox Factory suspension, SRAM drivetrain, and SRAM brakes are all familiar, but the bike just looks different, and it’s heavy. Even wheeling it around my garage takes more effort than it should. At 55lb+ with the 840Wh internal battery plus the 280Wh range extender, it’s a beast.

And yet, on the trail, it feels more manageable than I thought it would. Even in the lowest assistance mode, the Turbo Levo is fast and responsive. The assistance helps get the heavy bike into the air, and the tuned Fox suspension plays a big role as well. Only after really long rides was the weight of the bike noticeable, mostly in my arms and upper body.

Still, there’s no mistaking the weight when lifting the bike over downed trees. It’s a heavy bicycle.

All told, with the range extender, the Turbo Levo 4 S-Works bike I tested boasts 1,120Wh of battery capacity. On a roughly 40-mile ride with a couple thousand feet of climbing, I used about two thirds of the capacity. At Coldwater, a 25-mile ride with about 3,000 feet of climbing used just over half.

Specialized notes that the operating speed on the Turbo Levo 4 motor is faster than the previous version, a change that is said to improve efficiency. The marketing materials also point out that the system features increased peak power, and it doesn’t lose power when pedaling at a higher cadence. In terms of my experience with the bike, the motor doesn’t completely balk at climbing in a high gear (small cog) like some bikes, and it’s clearly even happier climbing in a lower gear (big cog) at a higher cadence.

The Turbo Levo display has a data field for elevation gain, which we’re told is calculated based on measurements from a built-in barometric altimeter rather than GPS. The Levo 4 helpfully displays an estimated range calculation too, though it does not take elevation gain into account, so keep that in mind for particularly climby trails. I prefer rides that start and end at the bottom of a climb to be safe, and that goes for both electric and non-electric bikes. My internal body battery can be difficult to gauge, too!

I was surprised to learn that the bike has to be turned “on” for the electronic SRAM Eagle Transmission AXS derailleur to shift, even if the bike battery is fully charged. If that’s a problem for you, it’s possible to attach an AXS battery to the derailleur, rather than using the wired power source. However, if one does manage to run the bike battery down so low that the bike won’t even power on, it’ll be a single-speed ride back to the car.

Battery options plus in-frame storage

An 840Wh battery (4.36kg) comes stock with the Turbo Levo, and there’s also a smaller, 600Wh in-frame battery available for purchase separately. Depending on what your usual ride looks like, 600Wh could be just the right amount of juice with an overall lighter weight.

Then there’s the 280Wh external range extender (1.65kg with cable). This battery fits securely in a bottle cage and, if you like, you can take the in-frame battery out and just run the range extender for a fast and light ride. If you choose to run the external battery and the internal battery at the same time, it’s best to connect them from the start, rather than waiting for the main battery to run out.

Removing the internal battery requires a tool, but there’s just a single bolt, and everything slides out easily. Inside the battery compartment, there’s room for tool storage (which Specialized calls SWAT), even with the big battery inside. With the internal battery removed, there’s more than enough room for a foot-long sub. That massive cavity also provides easy access to internal cables and hoses.

The owner’s manual mentions an integrated shuttle guard attached to the bike’s downtube to protect the frame when transported on a pickup tailgate pad. It seems like a smart feature, however, my test bike doesn’t have one, so perhaps this feature was nixed in the final design.

Same great GENIE suspension performance as the Stumpjumper 15

I reviewed the new Stumpjumper 15 late last year and wrote that it was the best mountain bike I’ve ever tested. The Levo is basically the electric version of the Stumpjumper, and this fourth-generation model gets the same new GENIE suspension tech the Stumpy received last year.

On the trail, GENIE gives the Turbo Levo 4 a planted and controlled ride feel that’s not entirely glued to the trail. With the added weight, it definitely feels even more planted than the Stumpy 15, but the shock tech still delivers enough pop for a mildly playful feel when you want it.

One of the big advantages of GENIE is improved traction, and this is especially helpful on an eMTB where higher speeds are the norm. The suspension helps keep the Levo 4 in control, but I have to give equal credit to the Butcher Grid Gravity T9 tires, which deliver excellent grip and consistent cornering traction.

The Turbo Levo 4 is responsive when pedaling rocky and rooty climbs, and though I can’t say I’ve noticed any adverse pedal bob, that’s not to say there is none. It’s just not really that big of a concern on an eMTB where the motor makes up for any loss in pedal efficiency. I found myself perfectly content to “three quarters post” on most climbs, power loss be damned.

Specialized Turbo Levo 4 geometry

The other piece of the ride feel and performance equation comes down to the Levo 4 geometry. Here again, there are a lot of similarities between the Levo 4 and the Stumpjumper 15, starting with the 64.5° head tube angle that’s exactly the same for both bikes.

One area where the bikes differ is their chainstay lengths. The mixed-wheel Turbo Levo 4 has a shorter, 435mm chainstay, which I suspect helps balance the weight of the bike front to back, given the heavy motor and battery at the center and front of the bike. A shorter chainstay lends a more playful character, which again, benefits an otherwise heavy trail bike.

The reach, stack height, and wheelbase are all within 5mm of the Stumpy, at least looking at the S5 size I tested for both bikes. Overall, the fits are very similar in my experience.

The Specialized Turbo Levo 4 features a chainstay flip chip to adjust the wheelbase. Mine came with the chip in the short position, and honestly, I wouldn’t want the bike to be any longer. At the same time, the long position slackens the head angle by almost a degree, so some may prefer this setting to make the bike an even more capable descender.

There’s another flip chip on the shock mount that adjusts the bottom bracket height. Adjusting from the standard short setting to long increases the bottom bracket (BB) height by 6mm. At 350mm in the standard position, I didn’t feel a need to make the BB any higher. This also steepens the head tube angle by almost half a degree.

Finally, the Turbo Levo 4 comes with an adjustable headset to make the head tube angle steeper or slacker by a full degree.

Despite the natural ride feel, there’s no mistaking that it’s an e-bike

Though the Specialized Turbo Levo 4 feels incredibly natural and responsive in tech sections and up steep climbs, it’s not exactly like riding a non-electric bike. For starters, there’s the tell-tale high-pitched whine when the motor is engaged and providing power. I can’t objectively quantify the level of the sound, but subjectively, I would say the motor loudness is about average compared to other eMTBs I’ve tested.

The motor also produces a noticeable amount of drag when coasting. Well, at least it’s noticeable if you’re used to riding a regular mountain bike that has virtually zero drag. The extra weight of the Levo means it’s faster than a lighter, non-electric bike on the descents, though not as fast as it could be without the motor drag.

The one area where the illusion of a natural ride feel falls apart for the Turbo Levo 4, and all Class 1 eMTBs for that matter, is at speeds between 19 and 21mph. The motor provides assistance right up until the speed reaches 20mph, at which point the motor cuts out and the rider is left to power the bike on their own. For sections of road and trail where I wanted to keep a speed of right around 20mph, the switch from full assistance to no assistance is jarring. It reminds me of the awkward feeling of ghost shifting in between two gears.

Build highlights

The top-of-the-line S-Works build I tested features the best of the best when it comes to components. The SRAM XX Eagle Transmission drivetrain works flawlessly and saves weight over less expensive options, though clearly shaving a few grams didn’t get the Turbo Levo under 50lb.

The carbon Roval Traverse HD wheels are not so much a weight-saving choice as a rim-saving choice, given the hard-hitting nature of electric trail bikes. The Butcher tires with Gravity casings provide extra insurance against wheel damage.

I love the SRAM Maven Ultimate brakes, though if anything, they might be overkill, at least for this rider. It’s shocking how much power the brakes deliver, and I stopped short more than once by mistake after grabbing a fistful of lever.

The cockpit includes an 800mm RaceFace Era carbon handlebar with Deity grips mounted to an Industry Nine stem. It’s a little surprising but also cool to see a big brand like Specialized speccing components from smaller brands rather than going all-in on house-brand cockpit parts.

For my height, I would love a longer dropper post than the 200mm Fox Transfer Neo post that’s included on size S5 builds. However, the 240mm Fox Transfer would probably be a close fit given the seat tube height.

The Fox 38 fork seems like the right choice for this bike, but the weight makes for a front end that’s harder to get off the ground. Perhaps one of the new, lighter-weight and stiffer Fox forks would be a better choice.

Pros and cons of the Specialized Turbo Levo

Pros

• Natural ride feel thanks to tuned power delivery
• GENIE suspension tech performs well up and down the mountain
• Tons of battery capacity if you want it

Cons

• All that battery capacity makes for a heavy weight
• S-Works build is overkill in terms of cost vs. benefit

Bottom line

The Specialized Turbo Levo 4 may not look like a regular mountain bike, but it rides like one. If you’re a fan of the Stumjumper 15 with GENIE suspension, you’ll love the new Turbo Levo too.