New 2025 Specialized Turbo Levo on Test – The Benchmark for 2025?

New motor, new frame, new features – but what is the 2025 Specialized Turbo Levo capable of? Can the new S-Works motor outmuscle rivals like DJI and co. with its impressive 111 Nm of torque? And what’s the drawbacks of going bigger, stronger, faster? We’ve taken the €14,499 eMTB S-Works Levo 4 out on the trails to find out how it performs – here’s everything you need to know about it

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No more waiting – it’s finally here, the brand-new 2025 Specialized Turbo Levo. We first got our hands on the latest iteration of Specialized’s eMTB evergreen back in autumn 2024, and racked up countless kilometres on the trails since then – from Specialized’s official press camp in Madeira, to the trails around their development HQ in Cham, Switzerland, where the bike was given a new lease of life. We’ve also put it through its paces on our home trails around Stuttgart, and during our massive 2025 E-MOUNTAINBIKE group test in Finale Ligure, which includes 30 of the hottest eMTBs of the year.

But the 2025 Specialized Turbo Levo isn’t just another eMTB. It’s an icon, a bestseller, a tech pioneer – and for many, it’s the gold standard that everything else is judged against. Few bikes have earned such a firm place in the hearts (and garages) of die-hard e-mountainbikers. So it comes as no surprise that expectations for the fourth-generation are sky-high. But do the updates actually make it a better bike? Or is the new Levo just another Hollywood reboot – bigger, pricier, but not necessarily better?

One thing was clear straight away: at €14,499, the top-spec S-Works version of the Levo 4 isn’t exactly a bargain – in fact, it costs around €500 more than the already sinfully-expensive Levo 3 counterpart. And at 23.7 kg in size S4, it’s also over a kilogram heavier than its predecessor. But that extra weight is no accident – Specialized set out to build a hard-hitting trail bruiser, not a featherweight show pony with fantasy figures.

To prove the point, the Californian manufacturer even showcased a lightweight build of the Levo 4 at the launch: tipping the scales at just 19.6 kg in S4, fitted with a FOX 36 Factory fork, a 600 Wh battery, and lightweight GRID Trail casing tires. But Specialized’s development team made their stance crystal clear: “We can go there, BUT that’s not the bike that we want to make and ride.”

In other words: yes, Specialized know how to build light bikes – they just don’t believe that’s the right way to achieve the kind of riding performance they’re after. So the question is: does the “heavier” concept deliver on the trails? We went looking for answers where it really matters – in the dirt, through rock gardens, and on long climbs – not on the spec sheet.

What’s new with the 2025 Specialized Turbo Levo?

• 1. New S-Works motor with 720 watts of peak power and 111 Nm of torque
• 2. New, bigger top-tube display
• 3. Modular battery concept with an 840 Wh main battery (easily removable from the side), plus an optional 600 Wh version and 280 Wh range extender
• 4. Fast charger that takes the battery from 0 to 100% in just 2 hours

At first glance, it’s clear that the new Levo has gone through some changes – though it doesn’t quite deliver a jaw-dropping wow moment. Whether the Turbo Levo 4 actually looks better than its predecessor is up for debate, and, as always, beauty’s in the eye of the beholder. What’s absolutely clear is that the distinctive asymmetrical frame strut is gone, the motor area looks noticeably slimmer, and the downtube is quite a bit beefier. While the new look might split opinions, there’s a lot of smart tech hiding beneath the bold new silhouette.

One thing’s undeniable: the new Turbo Levo comes loaded with an impressively long list of features, clever functions and genuinely useful options. Wondering why it doesn’t matter anymore if you forget to charge your bike the night before a ride? Or why the new motor is bound to spark some heated discussions? And most importantly – why the new Levo is just so damn fun to ride? In our in-depth review you’ll find all the answers!. Are you ready to ride?

The new S-Works motor of the 2025 Specialized Turbo Levo

At the heart of the new Specialized Turbo Levo 4 lies the brand-new S-Works 3.1 motor, which was developed in close collaboration with Brose. It delivers a massive 111 Nm of torque and up to 720 watts peak power, which makes it one of the most powerful motors currently available on the market– at least on paper. But as we all know, raw power isn’t everything – what really counts is how the motor feels on the trail, how efficiently it uses energy, and how well it delivers that power when you actually need it.

A major change is the switch to a new 48-volt system, which replaces the previous 36-volt architecture. The benefit? Higher voltage means that the same power can be delivered with lower current – which reduces heat build-up, cuts down on electrical losses, and allows for thinner cables. The result is a system that runs cooler, more consistently, and more efficiently overall. Specialized also ditched the belt drive they were using in the older 2.2 motor – a component that was the main cause for reliability issues, especially in the early days. In its place are new metal gears, designed to be more heat-resistant and durable. On top of that, the motor housing has been decoupled to help minimise unwanted noise. All in all, a big step forward, both in terms of performance and reliability.

Alongside the familiar Eco, Trail and Turbo modes, the new system introduces an Auto mode – a welcome upgrade that automatically adjusts support based on your pedalling input. Moreover, you can fine-tune it using three presets: Auto +, Auto, or Auto –, depending on how responsive you want the system to be. On gravel roads and moderate climbs, it works brilliantly – smoothing out the effort while ensuring a relaxed climb. But once things get more technical and you need a burst of momentum before hitting a bigger obstacle, it’s worth switching back to the manual modes for more precise control. For comparison’s sake, the DJI Avinox M1 motor delivers even more punch at low cadences in Auto mode. Still, the S-Works motor stands out in its own way – despite its headline-grabbing numbers, it delivers a surprisingly-natural ride feel and a very well-tuned power delivery. What really caught us off guard – in the best way possible – was how well the system handles modulation and traction. It’s easy to control and feels incredibly composed, even on loose and unpredictable terrain. On the noise front, the motor stays impressively quiet across a wide range of cadences, humming along discreetly in the background, with less noise than most full-power motors currently available on the market. We like that – a lot!

In the more affordable Pro, Expert and Comp models, the motor’s performance is limited to 101 Nm of torque and 666 watts of peak output through a software tweak. While the motor hardware is identical, it’s branded simply as the “Specialized 3.1” rather than “S-Works”. So if you want full power on tap, you’ll have to shell out for the sinfully-expensive S-Works model – there’s just no way around it. Allvariants combine the motor control with a compact handlebar remote, which offers a satisfying haptic feedback and is easy to operate. However, accessing certain features – like menu settings – requires pressing two buttons simultaneously. This isn’t exactly intuitive and might prompt you to stop rather than faff around in submenus while riding. The remote also lets you activate the well-known MicroTune function, which allows you to fine-tune the assistance level in 10% increments – a great feature for those who like to dial things in precisely. New for this generation is Dynamic MicroTune – a clever upgrade that adapts on the fly to your input. Engage in a sudden sprint, and the system automatically unleashes full motor power without you having to press an additional button. Smart, smooth and seamless – just the way we like it.

The new MasterMind TCU colour display is seamlessly integrated into the top tube and shows all the basic ride data at a glance. It hits a sweet spot in terms of size – big enough to ensure good readability and packed with useful info, without overwhelming you with stuff you don’t need. The high-resolution screen adds to the premium feel, making it both functional and sharp to look at. And because Specialized know that the magic is often in smaller details, the Levo signs off with a charming “It’s you, only faster” when you power it down – a small touch, but one that leaves an impression. Most motor settings and customisation options can be adjusted directly via the remote and displayed on the screen, meaning you don’t always need to pull out your phone and dive into the app. Simple, elegant, and rider-focused – just as it should be.

The new Specialized app brings a host of useful features, including Find My bike tracking, in-app ride recording, and a System Lock that prevents the Levo from being switched on once activated. A particularly clever addition is the ability to set an 80% charge limit via the app – perfect for long-term storage over winter and for extending the lifespan of your battery. Of course, you’ll still find the familiar settings for adjusting motor support levels, overrun time, and responsiveness, allowing you to customise the ride feel exactly to your liking.

Battery options and fast charging on the new 2025 Specialized Turbo Levo

Previously, removing the long 700 Wh battery from the Levo 3 required sliding it out through the underside of the downtube – the system worked, but was anything but elegant. With the Levo 4, Specialized finally addressed this issue head-on. The new battery is noticeably shorter and slightly thicker, and can now be removed from the side. Simply pop off the integrated battery cover on the left-hand side of the frame – it’s quicker, easier, and far less finicky. That said, the new side-entry design means that the downtube is fairly bulkier than before, which throws off the otherwise well-balanced proportions of the frame. Whether that’s a fair trade-off is up to you – but from a usability standpoint, it’s a massive step forward, making battery swaps far more convenient.

Specialized also stepped things up when it comes to battery capacity. The Levo 4 comes standard with an 840 Wh battery – although after crunching the numbers, the actual usable capacity appears to be closer to 815 Wh. If that’s still not enough, you can boost your range with the optional 280 Wh range extender, which bumps up the total system capacity to a whopping 1,120 Wh. The main battery and range extender run in parallel, meaning that once the main battery drops to 50% charge, the system begins to draw energy from the extender until both levels equalise again. This clever power management helps extend the overall lifespan of both batteries.

If you ride only with the range extender, the system limits peak output to 450 watts – a smart move by Specialized to protect the smaller cell count in the extender from being overworked. In other words: you’ll have to use the main battery if you want to unleash the motor’s full power.

Prefer to ride light? A 600 Wh battery option is also available for those who’d rather save weight – though it’s not included with the bike and has to be purchased separately as an aftermarket part. Thanks to the modular battery concept, you can pick the right setup for each ride: if you’re just heading out for a quick spin on your local trails, there’s no need to haul the big 840 Wh pack around – especially if you’re only going to use 25% of it. Nice detail: even the smallest S2 frame size has enough room in the downtube to house the full-size 840 Wh battery.

The new 12-amp fast charger opens up completely new possibilities for how and when you can use the Specialized S-Works Turbo Levo 4. With serious charging speed on tap, Specialized truly raised the bar: the big 840 Wh battery can be fully charged in just around 2 hours – a record-breaking figure in the current eMTB world. For context: the AMFLOW PL Carbon PRO charges incredibly fast too, taking about 2 hours and 25 minutes to top up the battery – which is 40 Wh smaller, at least nominally (15 Wh less on paper). Specialized’s fast charger offers several charging modes – Standard, Fast, Eco, and 80% – giving you the choice between speed and battery preservation, depending on your priorities.

However, at 2,674 g and with its chunky footprint, the fast charger is far too big and heavy to carry in a backpack – which is a real shame. In our recent trend survey with over 2,000 E-MOUNTAINBIKE readers, more than 40% said that fast charging on the go was the main reason they’d want a fast charger. That said, the benefits are undeniable – who hasn’t forgotten to plug in their bike after a long day, only to find themselves scrambling to get ready for the next morning’s ride? In moments like that, the fast charger is a lifesaver. But there’s a catch: the 12-amp charger only comes standard with the top-tier S-Works model, while all other variants come with the standard 4-amp charger. Want high-speed juice? You’ll have to pay an additional €500 on the aftermarket. Problem is, our trend data also shows that only 0.5% of riders are willing to spend more than €300 on a fast charger. So with Specialized asking nearly double that, it’s likely out of reach – or simply not justifiable – for most potential buyers.

How far can you go with the new Specialized S-Works Turbo Levo 4?

More battery capacity, more range – makes sense, right? But it’s not quite that simple. To find out what the new Specialized S-Works Turbo Levo 4 is really capable of, we pitted it directly against its predecessor, the Levo Gen 3 – back-to-back, under identical conditions.

The result: on a full charge, the new Levo 4 managed 1,421 vertical metres and 22 km in just under 54 minutes, at an average speed of 24.2 km/h – so it was running almost constantly at the 25 km/h assistance cut-off. Impressive numbers, no doubt. But the comparison brings a surprise: the third-gen Levo, which has a smaller 700 Wh battery, 90 Nm of torque and a significantly lower peak output of 565 watts, actually went further in Turbo mode. Why? The maths is simple: while the Levo 4 has around 20% more battery capacity, it also delivers roughly 27% more peak power. And even though you’re rarely pushing full motor output in day-to-day riding, our test showed clearly that more available power still draws more energy – especially on long climbs and when you’re riding actively. In other words: in a straight-up Turbo shootout, the older version comes out ahead in terms of efficiency, despite having the smaller battery.

Switch to Eco mode, though, and the tables turn: the Levo 4 starts to make real use of the higher battery capacity and clearly pulls ahead of the Levo 3 in terms of range. One particularly interesting detail is how the Levo 4 handles the final watt-hours of the battery. While many systems gradually cut back motor support to protect the battery and stretch the range, the new Levo keeps pushing at full power right down to the final percent – and to us, that makes total sense. After all, who wants to be crawling home on tired legs and an empty snack stash with half-assist? If you want to save energy towards the end of a ride, you can still dial it down yourself – but it’s nice to know the bike won’t do it for you when you need that last bit of support the most.

That said, there’s one thing to keep in mind: in the real world, nobody climbs at a perfectly steady cadence and power output. Range is hugely influenced by riding style, terrain, wind, stops, tire choice, bike setup and rider weight. If you’re riding in Eco or using lower assist levels, you can go much further with the 2025 Specialized Turbo Levo. Push harder, and you’ll burn through more energy – but you’ll get to the top faster too. Your call.

The build spec of the 2025 Specialized Turbo Levo

For the spec of the new S-Works Turbo Levo 4, Specialized reached for the top shelf, using the best components from some of the biggest names in the game. And if it didn’t already exist in premium form, they simply developed it themselves – always with performance as the top priority. The suspension comes straight from FOX’s Factory line. Up front is a FOX 38 Factory fork with the new GRIP X2 damper, which offers a wide range of adjustability for both high- and low-speed compression and rebound. The fork is paired with a custom FOX FLOAT X GENIE Factory shock, which delivers finely tuned performance and also features on the Turbo Levo SL and, in a non-piggyback version, on the Stumpjumper.

At first glance, the GENIE shock doesn’t look all that different from a classic air shock – piggyback and all. But behind its familiar appearance lies a clever bit of engineering. As usual, the piggyback acts as a reservoir for excess oil displaced during compression, and thanks to its larger oil volume, it also helps manage heat more effectively under sustained load. Like any air shock, the GENIE features a positive and negative air chamber. What’s special here is that the positive chamber is split in two: a large main chamber and a smaller secondary chamber sitting above it. These are connected via Air Ports – essentially small channels that let air move between the two chambers. As long as the shock is operating in the first 70% of its travel, both chambers are open. This ensures a particularly linear spring curve, offering loads of traction and a very sensitive, supple feel on the trail. But once you reach the final third of the stroke, the piston shaft seals off the Air Ports, disconnecting the secondary chamber and reducing the total air volume. The result? A much more progressive end-stroke that provides better support for big hits. In short, the GENIE delivers the best of both worlds – plush small-bump sensitivity and excellent traction off the top, with firm, confidence-inspiring support when things get rowdy.

The electronic FOX Transfer Neo Factory dropper post, finished with a fancy Kashima coating, rounds off the overall classy look of the Levo, and offers a generous 200 mm of travel – ensuring plenty of freedom of movement on the trail. There is a catch, though: even in the biggest S6 frame size, the dropper travel is the same. For taller riders, that might not be enough. We also ran into some issues during our test sessions – the post occasionally hesitated when returning and wasn’t always as smooth or reliable as you’d expect from a top-tier dropper. A solid alternative? The BikeYoke REVIVE Max 3.0 dropper, which comes specced on the Pro model. It’s mechanical, and not only is it easier to maintain, but it also allows you to fine-tune the travel in 5 mm increments, up to a total of 20 mm. With a maximum travel of 213 mm, it offers both a longer drop and greater freedom of movement – a welcome upgrade, especially for riders on the taller end of the spectrum.

Shifting is taken care of by a SRAM XX Eagle AXS Transmission drivetrain, which relies on a direct-mount rear derailleur for maximum stiffness and precision. It delivers crisp, reliable gear shifts, even under load. And because the rear mech is wired into the main battery, there’s no need to charge an additional AXS battery – one less thing to worry about. Nice touch!

SRAM MAVEN Ultimate four-piston brakes do stopping duties together with a massive 220 mm rotor up front and a 200 mm disc at the rear. This combination delivers brutal braking torque, which is exactly what you want on long, steep descents. It’s a particularly big win for heavier riders who rely on consistent braking performance when things get rowdy.

The Specialized S-Works Turbo Levo 4 rolls on a Roval Traverse HD carbon mullet wheelset, with a 29” wheel at the front and smaller 27.5” wheel at the rear. The rims are paired with Specialized in-house Butcher tires in the ultra-soft T9 compound and robust GRID Gravity casing – a grippy, aggressive combo built for traction and trail punishment.

If you find that the soft rear tire wears out too quickly (which is likely if you love to get rowdy), you can easily switch to the more durable T7 compound for added longevity without giving up too much grip.

Even in the finer details, the new S-Works Turbo Levo 4 shows just how much thought has gone into its design. The internal cable routing is as clean functionally as it is visually – with rubberised ports on the head tube, padded cable sleeves inside the top tube, and smartly integrated guides within the frame to prevent rattling. And it works: even after months of hard riding on rough trails, our test bike is pleasantly quiet. And there’s even more clever details! Remove the battery and you’ll have immediate access to all internal cables, which makes it easier to service and upgrade your bike. The charge port is also sensibly placed – it’s easy to reach and lets you plug in the charger cable without fighting against a crank arm. The port cover seals tight, keeping out mud and moisture without a fuss.

In typical Specialized fashion, the clever SWAT features are back and better than ever. The multitool, neatly tucked into the steerer tube and including a chain breaker and quick link, is always within easy reach. But the real highlight is the all-new SWAT Bag hidden inside the downtube – a proper standout feature. It offers enough space for a spare inner tube, a CO₂ cartridge and an energy bar, and is magnetically secured just above the battery.

This means that you can stash your emergency essentials – whether for the bike or a hunger bonk – directly into the frame and leave your backpack at home. We’ve always loved this setup on analogue bikes, and now Specialized have finally made it work on an eMTB, too.

Instead of a traditional tool mount, the Levo 4 gets two standard mounting points for a bottle cage, which also serves as the base for the Range Extender. And good news: the latter no longer needs to be strapped in with a rubber band, and now locks securely into place by threading directly into the cage mount. A generously sized chainstay protector prevents chain slap, while a sturdy motor cover protects the bottom of the bike from rock strikes. And if you’re shuttling your bike on a pickup, there’s a built-in shuttle guard to avoid chafing. On top of that, Specialized include a set of clear frame protection stickers to help guard against wear and tear. That said, after three months of testing, our bike definitely showed a few battle scars – but we didn’t exactly go easy on it!

Rounding off the package is a strong service promise: Specialized offer free bearing replacements – for life! That’s right, lifetime bearing support at no extra cost, which adds real peace of mind, especially if you ride hard and often.

Tuning tip:Once the rear tire wears out, it’s well worth switching to the more durable T7 compound.

Other build options for the new 2025 Specialized Turbo Levo

Not everyone wants – or is able – to fork out €14,499 for the S-Works model. And the good news is: you don’t have to. As usual, the Specialized Turbo Levo 4 is also available in Comp, Expert and Pro versions, plus a frameset only option for those who prefer to build their dream bike from scratch. All variants share the same carbon frame with 160/150 mm of travel, a mullet wheel setup, and the modular battery system. One key detail: only the S-Works model and the frameset come with a carbon linkage on the shock mount – all other models use an alloy version instead.

The range kicks off with the S-Works Turbo Levo frameset, which retails at €7,499, and includes the 720-watt, 111 Nm S-Works 3.1 motor, the large 840 Wh battery, and the FOX FLOAT X GENIE Factory shock – but you’ll be building the rest yourself. Perfect for custom-build enthusiasts with a passion for hands-on work – and a clearly defined budget plan 😉

Right below the top-tier S-Works model sits the Turbo Levo 4 Pro, which costs €11,999 and comes equipped with a Specialized 3.1 motor, delivering a devilish 666 watts of peak output and 101 Nm of torque. The top tier spec consists of a FOX FLOAT 38 Factory fork with GRIP X2 damper, a matching FOX FLOAT X GENIE Factory shock, and a wireless SRAM X0 Eagle AXS Transmission drivetrain. Roval Traverse HD carbon wheels, SRAM MAVEN Silver brakes, and the ever-reliable BikeYoke dropper post round off the mouth-watering build.

Next up is the Turbo Levo 4 Expert, which sets you back €9,999, and features the same 101 Nm, 666-watt Specialized 3.1 motor as the Pro variant. The FOX 38 Performance Elite fork with GRIP X2 damper and the FOX FLOAT X GENIE Performance Elite shock deliver the same high-end performance and adjustability as the top-tier Factory versions – just without the fancy Kashima coating. Shifting is taken care of by a wireless SRAM GX Transmission drivetrain, while SRAM MAVEN Silver brakes do stopping duties. The robust Roval Traverse alloy wheelset can take a beating and performs reliably on the trail.

Looking to save another €2,000? Then the €7,999 Turbo Levo 4 Comp might be exactly what you’re looking forIt comes equippedwith a FOX 36 Rhythm fork with the older GRIP damper, and a FOX FLOAT X GENIE Performance shock. Shifting is taken care of by a wireless SRAM S1000 Transmission drivetrain. The spec also includes SRAM MAVEN Bronze brakes and Specialized’s in-house Butcher tires in the tough GRID GRAVITY casing – plus the same large-capacity battery as the higher-end models.

The geometry of the new 2025 Specialized Turbo Levo

The new Turbo Levo 4 sticks with its proven mullet setup with a 29” wheel up front and a smaller 27.5” wheel at the rear – paired with 160 mm of front travel and 150 mm at the rear. Specialized also approve fork travel of up to 180 mm for riders who want even more capability. lip chips in the shock mount and chainstays allow you to fine-tune the geometry of the bike together with the adjustable headset cups. The head angle sits at 64.5° in the neutral setting and can be adjusted by ±1°. Bottom bracket height can be changed between 344 mm (High) and 350 mm (Low), while the chainstay length can be switched from 435 mm to 444 mm – giving you the choice between quicker handling or more stability and high-speed composure. With 480 mm reach in size S4, the Levo 4 hits the sweet spot – balanced, and not too extreme. One thing that stands out visually, though, is the beefier downtube, which now measuring a hefty 344 mm in circumference, and therefore 70 mm thicker than its predecessor. That’s the price you pay for the bigger battery and side-access design.

What is the 2025 Specialized Turbo Levo capable of on the trail?

Three months. Four countries. One bike. From dusty volcanic rock in Madeira, to long, climb-heavy tours around Cham, punishing test laps in Finale Ligure, and muddy post-work rides on our home trails near Stuttgart – we’ve put the Specialized S-Works Turbo Levo 4 through its paces.

And let’s get one thing out of the way right away: this bike gets a lot of things right.

We rode the bike mostly in its standard setup: middle head angle, low bottom bracket, and short chainstays.

The Specialized Levo 4 makes a strong impression already on the climb. The new S-Works 3.1 motor pushes hard with its 111 Nm of torque and delivers that power smoothly and quietly. The central pedalling position places you right above the bottom bracket, giving you loads of control and confidence, especially on technical climbs, where the front wheel remains planted on the ground and the Levo impresses with excellent traction.
In a direct comparison with the DJI motor of the AMFLOW PL Carbon Pro, the S-Works 3.1 understandably can’t match the same sheer output. But in terms of power delivery and control, it’s right up there. On seriously-steep, technical ascents, the AMFLOW pulls ahead – though that’s not just down to the motor. The AMFLOW’s geometry is extremely well suited for climbing, and that plays a big role too. But things flip around when it’s time to point the bike’s nose downhill – but more on that later.

It’s important to understand: when it comes to technical climbing performance, the motor is only one part of the equation. Just as crucial are the bike’s balance, geometry, suspension, and tires. We’ve ridden bikes with DJI motors that climbed noticeably worse – and some with Bosch motors that knocked it out of the park. You’ll find all the detailed insights in our upcoming Mega Group Test and the Impossible Climb Challenge, which we’ll be releasing later this April. While the DJI Avinox M1 motor requires a bit less rider input, the Levo delivers a satisfying blend of climbing flow and fun. In technical terrain, the Specialized Levo 4 responds more directly to rider input and rewards an active riding style with impressive climbing performance.

Our favourite motor setup for technical uphills? Dynamic MicroTune with support at 60/100 and responsiveness set to Medium. This gives you excellent control and precise modulation – and for those who know how to use it, the system delivers full support exactly when you need it. If you’re after even more climbing traction, switching the chainstays to the long setting can help – though it slightly reduces agility on the way back down. That said, even beginners will find the Levo easy to climb with, and its intuitive handling makes it fun and confidence-inspiring both uphill and down.

When the trail gets rougher, the Levo really comes to life, offering impressive suspension reserves without ever feeling sluggish. It uses its travel efficiently, inspiring huge amounts of confidence in the process, and forgiving even bigger riding mistakes without batting an eyelid . Even in fast, sketchy sections, the Levo holds its line effortlessly and delivers outstanding composure. Whether it’s rock gardens or technical, janky features, the Levo 4 eats up roots and square edges with great eagerness. At the same time, it delivers a punchy, responsive feel in berms, showing off its more playful side. It carves through corners with precision, invites you to ride actively, and rewards that input with tons of speed. On flowing trails, it never feels like overkill – it’s easy to pump through rollers and berms, and makes it easy to clear doubles with confidence. What’s especially impressive is the overall package: the Levo 4 blends playful handling with serious stability and traction, delivering a riding experience that’s simply a blast. And the best part? You’d never guess it weighs 23.7 kg.

Specialized S-Works Turbo Levo 4 vs. Levo 3 – how big is the difference really?

In a direct back-to-back comparison with the old Levo Gen 3, it’s clear: the new Levo 4 has improved across the board. It generates more traction, handles more precisely, and is easier to ride while feeling noticeably more agile. Sure, at just under 24 kg in size S4, it’s not exactly light – but out on the trail, that weight never feels like a drawback. Quite the opposite, in fact: the added mass gives the bike a planted, confident feeling and more composure through rough terrain, without feeling sluggish in smoother, flowier sections.

More important than overall weight, though, is how that weight is distributed – something that holds true for many bikes, not just this one.

On Madeira, we even tested the Levo Gen 4 with just the lightweight 1,564 g Range Extender and without the heavier 4,396 g main battery. That brought the total weight down to just 20.8 kg – sounds great, right? But because the extender sits higher and there’s less weight down low in the downtube, the bike actually felt worse on the trail. Less stable, less composed.

Don’t believe us? Try it for yourself if you get the chance. The takeaway: weight balance is king.

Is it worth buying? With a long list of new features and thoughtful improvements – like easier battery removal, fast charging, Apple Find My integration, a larger display, and clever SWAT storage – the new Levo 4 makes a strong case for itself. Especially when you factor in the modular battery system, the more powerful and refined motor, quieter operation, and better power delivery. Design-wise, there are definite upsides – though the chunkier downtube might not be to everyone’s taste. In terms of handling, there’s a clear step forward. And what about range? Depending on the terrain and support mode, it can actually be slightly lower than on the previous model. That’s because the extra peak power and higher consumption aren’t fully offset by the larger battery. On the flip side, you’ll also get to the top faster. So really, it comes down to how you choose to ride. No one complains that a sports car burns more fuel at 300 km/h on the autobahn – at least not in Germany – and the same logic applies here. All things considered, the tech is a big win for the new Levo. The design is solid, but it doesn’t quite deliver that “wow – I need this now” moment.

Who should take a closer look at the new 2025 Specialized Turbo Levo?

The new Levo 4 is a true trail all-rounder that ticks nearly all boxes from a technical point of view – even if it might not win over everyone on an emotional level. It’s packed with clever features, built for everyday practicality, and delivers seriously impressive trail performance. If you’re after a bike that forgives mistakes, rewards clean lines, and feels just as at home on demanding alpine trails as it does on your local after-work loop, this is the one for you.

But as cool and shiny as that S-Works badge might be – there are bikes out there that are more compact, sleeker, and also lighter. And if you’re reaching deep into your pocket to fork out €11,999 for the Pro model, you’d be right to ask why you’re not getting the full motor power, even though it’s the exact same drive system under the carbon skin as in the S-Works version. While we can understand the power limitation in the context of the overall product lineup, it’s bound to leave some riders feeling frustrated.

Still, one thing’s clear: the Levo 4 remains one of the most versatile eMTBs on the market right now. If you’re after a true set-and-shred bike – something that just works, no matter the terrain, with balanced handling and very few compromises – the Levo is a seriously strong choice.

How much is enough? The motor arms race with the S-Works 3.1 and DJI Avinox M1

Since the launch of the DJI Avinox M1, there’s been a new wave of hype around maximum power and torque. And yes, we get it – more always sounds better. It’s the same story in the car world. But if we’re being honest, we’re also setting ourselves up for trouble down the line. At some point, we need to settle into a more sensible middle ground.

Because more power and torque also means more wear, more mechanical stress on the drive system, and – depending on the support level – significantly less range than you might expect, even with big batteries.

What we absolutely don’t need is even larger batteries and heavier bikes, just to guarantee a range most riders don’t actually use – in support modes they rarely switch to. Big power figures might look great on paper, but in reality, traction control and power modulation are far more important than raw output.

Conclusions about the new 2025 Specialized Turbo Levo

The new Levo 4 is a bike for every trail, and delivers an incredibly fun yet high-performance ride that appeals to both beginners and seasoned trail veterans. Compared to the Levo 3, the latest model is more composed, more controlled – especially in technical terrain – and, quite simply, more fun to ride. Visually, the bulkier downtube throws off the proportions slightly, but it pays off in terms of functionality. The new S-Works 3.1 motor is powerful, quiet, and impressively refined, and thanks to the combination of a high output, 48-volt system and fast-charging capability, it’s noticeably more practical in everyday use than its predecessor. Even if not every model unlocks the motor’s full potential, the Levo 4 still sets a benchmark. SWAT Tool and storage, the new app, modular battery system, GENIE shock, and finely tuned geometry provide the proverbial icing on the cake – they may not belong there, but damn, they taste good.

Tops

• Fun and well-balanced mix of agility and stability
• Excellent suspension performance
• High-end components
• Powerful motor with outstanding modulation
• Fast charging
• Clever features and everyday usability

Flops

• Sinfully expensive
• Full motor power only available with the S-Works model
• Beefy downtube
• Fast charger too big to carry in a backpack

For more info, visit specialized.com

Words: Benedikt Schmidt, Robin Schmitt Photos: Etienne Schoeman, Peter Walker