Ride Camp: SRAM/RockShox
Words Liam Friary
Images Sven Martin & Callum Wood
One of the greatest advantages to being a mountain bike magazine owner and editor is, essentially, getting to do it all. It’s not a ‘real job’, and you get to ride some of the best products, bikes and locations in the world. However, there’s a lot more actual work that goes on behind the scenes. Of course, this isn’t your typical 9-to-5, and I wouldn’t want it to be.
When the call confirmed the rumours that the SRAM/RockShox media camp would be taking place in Queenstown early this year, I cleared my diary, did the chores, asked my wife nicely, and packed my bags. It’s not often we get a global bike media camp on our side of the world, and for the most part there’s been a lot less of them since the pandemic – often, they’re based in the northern hemisphere and, with budgets tightened in recent times, there’s frankly less dosh to throw about. I sound like a privileged dick at this point, but I don’t take this position lightly. I’m eternally grateful for all the ride experiences that have come via writing for this publication.
Often in the bike trade there’s not a lot of information passed around when these camps are announced – and that’s for a good reason, as most of these products aren’t going to be out in the wild for months. So, there’s a bit of blind patience when heading in. You know most things will be sorted, but above all else you’ll ride somewhere and probably have a bed, so you just have to have faith. After I departed from Auckland’s sprawl, coffee was served and the short flight from Auckland was a luxury compared to the long-haul flights for most of the other mountain bike editors and SRAM staff, who’d flown in from North America and Europe. I watched the landscape change as we headed south, and before I knew it, tussock mountains were being carefully navigated for the landing. Sheesh, the tourism machine doesn’t stop in Queenstown! I hustled through the crowd of people and waited for my oversized baggage to come out. Outside the airport, I met an editor from German Mountain Bike magazine, Chris Pauls, and we quickly got yarning about bikes, the industry, magazines, and all that. We loaded our gear into the shuttle van, ducked and weaved our way around traffic, and got dropped at a rather fancy house in Queenstown. I immediately noticed the garages were full of bikes, forks, shocks and parts, with a workshop tent out front. The crew greeted us, showed us our rooms, then we started building our bikes.
Nine new products. That’s why they needed a full media camp, and that number set the tone for what was ahead. Split across trail and DH, our focus was the trail riding lineup: new RockShox Zeb fork and Vivid shock, SRAM Maven brakes, Ochain, plus updates to the Rockshox Lyrik fork and Super Deluxe shock. We were asked to bring our own trail bikes, running whatever suspension we’d been on, which made for an honest baseline. The first day at Coronet Peak was a warm-up. At the base station, five degrees flashed in red above the chairlift. I jumped out of the van and zipped my jacket up to my chin. The mountains and most of the trails were completely buried in mist as we loaded onto the lift. Cutting laps on our current set-ups, no upgrades, just shaking off the jet lag for the European crew and getting a feel for the terrain. Thankfully the valley floor was warmer, and we could ditch the jackets for tee-shirts as the day went on. The trails did their job. Dirt Serpent, Rude Rock, Morning Glory and Hot Rod top to bottom had everyone frothing, most of them riding New Zealand dirt for the first time. There’s something about watching someone discover a trail they’ve never ridden before. The whoops coming out of the corners said everything. By the arvo, the sun was out in full force, and the endless mountain views made it hard to keep our attention on the trail. The party trains were long, the vibes were high, and back at the residence that evening we ate well, the Remarkables going pink then dark across the valley as we swapped stories about the day. A bloody good start.
The next day, the real work began. Into Queenstown Mountain Bike Park, Skyline Gondola spinning us up lap after lap on the same trails. The plan was straightforward: ride your own bike as is, swap the fork for the new RockShox Zeb, run a-b-a comparisons, then do the same for the rear shock. Clean, controlled, honest. And you need that familiarity, because the second you’re chasing feel on unfamiliar trails, the data falls apart. The old Lyrik was comfortable territory. The new Zeb wasn’t long on there before I was pushing harder than I probably should have. That’s exactly how you find out what a fork is made of, and how I ended up on the deck. A sit-out, head check, and a hand wrap from Flynn George, my SRAM first aid homie, and I was back into it after some food and a bit of downtime. Flynn is also the main person behind the O-Ring; his title is SRAM Product Manager, MTB Drivetrain. SRAM employees are like Swiss army knives, multiple hats always on the go. By the afternoon we were lapping in the dappled light, the Zeb clearly doing its thing, so we flipped the rear shock out for the Vivid Air and did a final lap with the full upgraded setup. The traction was there, the plushness was there, and the fork had that planted stiffness that lets you plough through technical terrain without second-guessing it. Bikes washed, beers served, I sat with it for a moment. The privilege of a day like that doesn’t escape you.
Back to the park the next morning, and something had shifted. The Skyline lifties were quizzing us each lap. They’d clocked the new gear and wanted to know all about it. But what I noticed more was the feeling on trail. The trails were familiar now in the best possible way, that comfortable aggression where you stop thinking and just ride. The small group of editors matched with SRAM staff spread out across the network, picking lines that pushed us, really asking questions of the suspension. The answers kept coming back good. It helped that I spent time riding and hanging with the RockShox Design Engineer, Denys Mayles, who had been making the new rear shocks for the last four years. His knowledge was extensive and is often applied to World Cup Downhill racers and teams, so having him talk about and dial in the tune was next level. Over dinner, I helped him sort out a legit South Island mountain bike road trip itinerary as his wife was flying out in a few days’ time. I think being able to meet the people behind the scenes, riding and hanging with them, is often overlooked in this digital age. In the end we go back to our own little worlds as mates, connected through bikes.
The day after, we crossed to Coronet Peak. Bags dumped at the base, straight into laps. Coronet has its own character. That was also true of Alex Rafferty, SRAM MTB Communications Manager, whose energy didn’t relent once. He was the general in charge of the whole affair and led us all without flustering. Boy, could he shred; without ego, which was true for staff and media on this camp, which was nice. A former cyclist competing in road and mountain biking, Alex is ingrained in the sport and developed an MTB leadership awards programme, a skills coaching company, and enduro events before joining SRAM. Coronet has exposure and flow in the same breath, ridge lines that drop away sharply enough to keep your attention, the kind of riding that reminds you why this corner of the South Island is something else. By afternoon, the crew had loosened into something more than a media group. People were calling lines for each other, waiting at trail junctions, riding like they’d known each other longer than a few days. The legs were heavy by the time we rolled back into town. Nobody mentioned an early night. In fact, Alex led us astray – well past midnight.
The next day dawned; I drew the curtains and felt a touch dusty but was thankful for the late night burger I’d scoffed before bed. The final day was something else entirely. We shuttled to the top of Coronet, with the Remarkables standing proudly in the early sun across the valley. From the chairlift at the top of Coronet, we dropped into Dirt Serpent, then Rude Rock, and finally into Pack, Track and Sack, which threaded our way down into the raw, exposed terrain of Skippers Canyon. The group was having fun as we pulled up at each junction to ensure riders didn’t get lost. In the valley, the midday heat was out in full force as we waited in the tussock field for a helicopter that would take us up to Bowen Peak. Already depleted from the long descent and the week’s riding, we yarned away while we waited for our lift to arrive. Wow, what a spectacular flight up to Bowen Peak! As we twisted in, out and above the mountains, the view was expansive; and as we got dropped on the peak, Lake Wakatipu was glistening in all its glory, shrouded by tall mountains. There, the real adventure began, lacing together epic singletrack descent into Ben Lomond’s Missing Link in one big alpine chunk, which was loose, committing, and relentlessly steep in sections. It demanded everything the suspension and brakes had given us all week and then some. Stitching all these trails together was all-time and with each one you grew in confidence. My only gripe was a sore hand from my earlier crash but that was all my own fault. We traversed, then started pedalling across to the Fernhill Loop, buried in the lush eech forest, before dropping into BluGazi as the final descent into Queenstown. It was a 2,400-metre descent that none of us will forget quickly. We rolled into Atlas still dusty, still buzzing, and thoroughly earned every beer that followed. Some weeks of work are harder to leave behind than others.
Of course, the camp was for all the new products, and that’s why we were there. But, for me, whilst the riding was great and perhaps one of my best weeks, it was more about the people I met on the camp. All of us editors, journalists, YouTubers and others work from our little corners, basements, offices, and try to ride as much as possible, but we don’t tend to interact with one another much. We all have a huge passion for bikes and media, so it’s nice to spend time and learn from one another, as most of the ups and downs we face are somewhat similar. The SRAM/ RockShox staff and product managers were all a pleasure to hang with, and their utmost passion for riding bikes shone through in every aspect. It wasn’t just the marketing managers spouting off about the new product; it was the people that had spent years in research and development bringing these products to market. They knew them inside out and had lived and breathed the product cycle for eons – and, of course, they’re already onto the next product. Watch this space!
Finding Balance
Words Liam Friary
Image Cameron Mackenzie
For me, the act of getting into the outdoors is more about self-preservation than anything else. I do my best to limit the amount of digital media and news I consume – but shit, there are a few things that aren’t in balance at present.
I find the balance can be restored by riding bikes in the outdoors – or anything else that takes me outside, for that matter. Sometimes I’m alone but more often than not I’m with others. Being with other people can help you unravel the mess in your head. I did this recently and found that talking candidly whilst pedalling a push bike is quite satisfying. As they say, “a problem shared is a problem halved”. These bike chats are often far-flung, like some of the places we ride. I’m grateful to those people whose ear I chew off whilst they’re trying to enjoy a mountain bike ride.
This happened recently, down in Rotorua. On the way down, I sent Gaz a message and said I’d be in town for a few days and could ride either that afternoon or the next morning. He immediately responded and said; “tomorrow morning looks good. Or both!” A few exchanges later, the last message read: “Let me know as soon as you get here.” I pulled up at Waipa, threw on my gear, got my bike out and Gaz arrived ready to ride. We started talking immediately and didn’t stop for the two-hour ride nor post-ride beers. I think we both solved the world’s problems, but probably mainly our internal thoughts, during that session. I put my rooftop tent up in the dark, ate a wrap filled with tuna, and turned in happy to not speak again for a moment. The next morning, the same programme followed but we replaced beers with coffee. I pulled away feeling quite cooked from the ride but like a weight had been lifted. The ride exhausted me physically, and the chats helped me clear space mentally. There’s something about doing completing a hard task that allows the mind to be open. Perhaps it’s the uninterrupted space that comes from it or the stimulus when thinking about the line choice in front of you. But whatever it is, I need more of it. The balance often gets out of kilter, but for me it’s about going back to the basics of outdoor pursuits, with mates.
Revel Ritual
Words Max Hides
Images Cameron Mackenzie
RRP $13,099
Distributor Revel Bikes
It’s not too often you get the chance to ride something genuinely unfamiliar; a bike you’ve never seen in the carpark, let alone thrown a leg over. When the call came in to review Revel’s Ritual, a quick Google image search was swiftly replaced with baited clock-watching as the hours until I could finally hit the trails wound down.
Whilst Revel may not be a name you’ve heard thrown around much in the local scene, that’s all about to change. After a turbulent few years, the Colorado-based brand has reset with purpose, is back under original ownership and is ready to push forward. With a strong line-up of nononsense bikes spanning everything from shorttravel pedallers through to long-travel electricallyassisted options, it won’t be long before we see more of them floating around our local trails.
The Ritual is Revel’s long-travel, enduro-ready brawler. It’s their biggest and most capable machine in the range. Boasting 170mm of travel up front and 165mm in the rear, it immediately screams confidence, and that feeling continues once you’re on trail, especially as the gradient tips down and the track comes to life.
Whilst I try not to judge a book by its cover, it’s hard not to take notice of the Ritual the moment you lay hands on it. The test bike arrived in Revel’s ‘Space X’ colourway, and while it could be dismissed as just another black bike, it’s actually a split-tone metallic black and raw carbon combo that catches the light beautifully, highlighting the quality of the build throughout.
At 183cm, I regularly find myself caught between sizes. I tend to go slightly smaller when in doubt, but I can move an XL around without too much issue. This Ritual was an XL, and whilst it looked imposing standing still, once aboard it fitted my long, lanky build surprisingly well. Worth noting: Revel only offer the Ritual in a full 29” configuration for Large frames and above. Small and Medium frames come as a mullet setup (29” front, 27” rear), and there’s no cross-compatibility between the two – Revel are clear on their website that converting larger frames to mullet will void your warranty.
Geometry & Suspension
Revel haven’t gone crazy with the geometry here, which I think is entirely the right call given the intended use. The numbers on the XL are sensible and well-considered: a 64-degree head angle, 77-degree seat tube angle, 508mm reach, 1298mm wheelbase and 441mm chainstays. On paper it sounds like a big bike, and it is, but it’s a balanced one.
The suspension design centres on a horizontally mounted shock housed in the middle of the frame, part of what Revel call their CBF (Conforming Body Frame) pivot system. Unlocked, it pedals with minimal bob; locked into climb mode, it’s rock solid. It’s no XC bike, but it sure as hell climbs like one. Open the shock back up and blast down something steep, and the bike becomes planted, controlled, and almost eerily stable in the rough. The suspension design is executed so well that even with zero setup dialled in, the first lap down Spudz’s at Victoria Park had nothing coming out of my mouth but laughter.
Frame & Build Quality
The bikes are built with durability firmly in mind, designed to go the distance whether you’re a weekend warrior, a park rat, or an enduro racer. The fully carbon frame is lightweight yet strong, and Revel haven’t cut corners on the pivots. It’s all alloy down there, built burly and stiff with longevity in mind. Given how grim a Christchurch winter can get, the quality bearing protection is a strong play.
Size-specific chainstays across the range means each frame size gets a suspension tune matched to its geometry, so everyone – regardless of size – gets a balanced ride. And, in a nice practical touch, every bike in the range comes with inframe storage, so you can stash a jacket, tools, or a bag of lollies for those longer days out.
The Ritual is also dual-crown compatible for those who are park inclined, with the only caveat being that the axle-to-crown measurement can’t exceed 596mm. Setting this up singlespeed with a dual crown and smashing laps with your mates sounds like an absolutely brilliant time.
Build Kit
The test bike was the second-tier build, not the flagship, but still very well specced. It came kitted out with a RockShox Zeb Ultimate fork and Vivid Ultimate rear shock, SRAM XO Transmission, Maven Silver brakes, DT Swiss carbon wheels, Maxxis tyres, and OneUp/Revel finishing kit. One standout feature across all three complete builds is that every single one comes with the top-of-the-line RockShox Zeb fork and Vivid Air rear shock. So regardless of which build you go for, the suspension is sorted. At $13,175 NZD for the second-tier build, it’s well priced relative to the competition.
For those not sold on the complete builds, Revel also offer the Ritual as a frameset only, including the RockShox Vivid Ultimate rear shock, FSA Orbit headset and seat clamp, so you can build it up exactly how you want. Helpfully, Revel have also left cable ports in the frame for those not ready to commit to electronic shifting. Your old 11-speed XT gathering dust in the garage? It’ll slot right in.
Components
This was my first time back on the full SRAM/ RockShox package since 2020 and whilst we all want to forget that year, I was excited to run the new stuff. The Maven Silver brakes are, without question, the most powerful brakes I’ve ridden; one squeeze and you’re stopped, before you’ve even fully committed to the idea. The trade-off is modulation, which is noticeably lacking. For context, the Code RSC’s I ran back in 2017 had some of the best brake feel I’ve experienced; the Mavens are a step back in that regard. SRAM have since released a lever upgrade kit to address this, which is worth looking into if you’re after more nuance.
The XO Transmission groupset is, as the name suggests, like having AI in your drivetrain: exceptional when it’s working, frustrating when it isn’t. I had a few teething issues early on but once resolved, the shifting was seamless. Personally, I’d spec the Eagle 90 option – Revel offer this as an alternative build configuration on their website, and if I were buying, that’s the route I’d take.
I’ll always have a soft spot for DT Swiss wheels, and the XMC 1501 carbon wheelset doesn’t disappoint. Stiff but compliant, laced to a pair of 240EXP hubs, smooth, reliable, and they sound great. Paired with a Maxxis Minion DHF and DHR II in EXO+ casing, it’s a confidence-inspiring combo when things get loose and loamy. Revel’s in-house grips and stem, paired with a OneUp alloy bar, give a solid feel at the contact points. For a tall rider, the specced 240mm OneUp dropper post is a welcome touch – getting the seat well out of the way on descents makes a real difference.
The Ride
The Ritual rides at one speed, and that speed is flat out. It wants you to pin it, hit everything with conviction, and trust the bike to sort itself out underneath you. Fast and loose, but never out of control or, rather, being just on the edge of control while everything still feels weirdly perfect.
Living in Christchurch, we’re spoilt for good terrain. Christchurch Adventure Park, Victoria Park, Craigieburn, we’ve got a heap of options. On the trails I know best, the Ritual felt right at home from the first ride. The steep, tight, fast lines around town that can punish a bike with too long a wheelbase just felt smooth and composed. The weight, too, was a surprise, for an XL enduro rig, it’s substantially lighter than my own bike, and that matters over a full day in the hills.
On a few of my regular loops in Christchurch and Craigieburn, I found myself riding up more than I normally would, the geometry places you in a great climbing position, and the CBF suspension design keeps pedalling efficient without feeling dead. Lock out the shock on longer fire road climbs and it pedals away. The inner grom in me got well and truly awakened on the descents, jumping everything, taking high lines, riding faster than I have in years without once feeling like the bike was going to spit me off.
My only real gripes with the package are minor. The stock grips are a bit rough and on the thin side. Only being able to fit a small drink bottle is a real consideration – if I’m spending a full day out pedalling, I’m going to be a thirsty human. The bars are a touch wide stock, but that’s a two-minute fix. If I were buying this for myself, I’d size down to the Large, opt for the Eagle 90 build, and spec up to DT Swiss carbon wheels.
Final Thoughts
My main takeaway from time on the Ritual is that it has opened my mind to what a modern enduro bike is capable of. For a long time, I’ve held the view that 140/120mm is all you need around Canterbury, and that a lot of it is in the bike’s geometry. Boy, was I wrong. The Ritual has proven that big travel can equal big fun, when it’s packaged in something this efficient, this light, and this capable across varied terrain.
Whilst the drivetrain gave me a few headaches along the way, I could absolutely see the Ritual earning a permanent spot in my fleet. A bike that can comfortably handle all-day epics, satisfy long-suppressed enduro ambitions, and still climb as well as many short-travel bikes I’ve loved? That’s a compelling offer. It’s the perfect N+1 for the confused bike-a-holic. When you’re next in the market for an enduro rig, put the Ritual on your radar. I’ll be saving my pennies for a frameset and maybe, just maybe, I’ll come out of enduro retirement to do it justice.
Specialized Turbo Levo R Comp
Words Georgia Petrie
Images Cameron Mackenzie
RRP $13,900
Distributor Specialized NZ
The past few years have been an interesting time in the eBike market. There’s been somewhat of an assumption that those who want full power and big batteries want as much as travel as they can get their hands on.
But what if you don’t fancy the idea of riding bum-clenching terrain every time you get on your bike, however, still want the power and battery capacity to rip ten different intermediate trails after work, or a backcountry weekend mission? A beast like Specialized’s Levo 4 offers all that, but it’s more travel than most people likely need.
Until now, short travel eMTBs have largely fallen into two camps: the SL (Superlight) category; boasting light builds, but often limited by their battery capacity – or the value category; which offers up more range by way of bigger batteries, but often comes with heavier, less refined components.
This gap in the market makes a strong case for a shorter travel eMTB that keeps the benefits of a powerful motor and large battery, while being lighter, nimbler, and more responsive. Why opt for a sporty seven-seater when a hot hatch would meet your needs just as well?
Cue the Specialized Levo R, pairing 130mm of rear travel and a 140mm fork with the same full-power motor and battery system as it’s big brother, the Levo 4. The R stands for ‘Rally’, alluding to the bike’s nimble, playful and agile nature, and its release caught me surprise. This is the type of bike people tend to overlook in favour of more travel because, “why not?”. When in reality, this is exactly the type of bike most people need, and I think it’ll be a huge hit with the majority of riders.
It’s “just right”, hitting the sweet spot of having “just enough” travel to point you down even the most demanding singletrack, and “more than enough” battery and power to tackle anything, from after-work hot laps to backcountry overnighters.
eBike & Frame Features
The Levo R Comp is powered by Specialized’s fresh-to-market 3.1 motor. The release of this motor was highly anticipated, and for good reason: this thing is no joke, thanks to a recent over-the-air firmware update, offering a hefty 105Nm of torque and 850W of peak power. Paired with a whopping 840Wh removable battery, this is a seriously grunty package. There’s a range of different battery configurations on offer too – a smaller, lighter 600Wh battery and a 280Wh range extender, which can be used either alongside a battery or on its own for those days where you still want to get your riding fix, without the weight penalty.
When paired with the 840Wh battery, that’s a massive 1,120Wh total battery capacity. This is a huge amount of grunt that rivals the likes of Bosch’s Perfomance Line CX, sporting 100Nm torque + 750W peak power, and runs very close to Avinox’s M1 system, which sports 120Nm of torque and a peak power output of 1000W. When it comes to weight, the 3.1 motor comes in at 2.9kg, which is a touch heavier than the Performance Line CX at side at 2.9kg and the Avinox at 2.5kg.
After spending some time on a range of different drive units, my initial reaction to the 3.1 drive unit was, well, nothing…! The motor is so quiet, I had to do a double take to make sure it was even working when I set off on an after-work lap. Power delivery is exceptionally smooth, and the ‘jerk’ you often feel when you put the power down on high-torque drive units has been replaced with a much more gradual propulsion which feels far more natural, and commensurate with the feeling of pedalling an acoustic bike, which was a pleasant surprise. It’s quite a different feel to Bosch’s Performance Line CX, which I’ve found to require a little more modulation on behalf of the rider to achieve the same level of gradual power delivery.
Once on the gas, the bike has absolutely no shortage of power, and it’s important to note that in New Zealand this bike has a top speed of 45kph, unlike other full power eMTBs which top out at 32kph. I felt this was a massive benefit to the Levo R, particularly as between its travel and weight combination, it’d make an excellent touring or adventure bike.
Commuting back home, or along the tops of the Port Hills to access more trail was a dream due to the combination of motor power, seemingly endless battery range and fast-rolling chassis. Range anxiety was out of the question with the 840Wh battery, particularly if you’re able to use Eco mode for the majority of the ride.
Similar to its predecessor, the motor has three power modes – Eco, Trail and Turbo. Each mode offers its own limitless scope of customisation, meaning the rider can tune each mode to their preferred ratio of support to peak power. Your preferred mode will depend on the terrain you ride, and the nature of your climbs. For us here in Christchurch, much of our climbing is on either sealed or dirt fire roads, with less emphasis on technical singletrack, so I found that 70% of my ride was spent climbing in Eco, and tended to toggle between Trail and Turbo depending upon how steep of an incline I’d encounter.
Specialized lead the charge when it came to top-tube displays with their previous generation Mastermind TCU, and the new iteration seen on the Levo R builds on that foundation. As expected, the updated MasterMind TCU provides an excellent user experience and is a welcome progression from the previous generation, with the extensive 2.2” high resolution screen offering an extensive range of data display options for riders. These can be fully customised via the Specialized App and toggled between via the handlebar remote, depending upon the key data points you’re wanting to highlight.
If you’re an Apple Watch user like me, the integration is superb – the App is available across both devices and connects with Apple FindMy, Strava and Apple Health seamlessly, which is a cleverly thought-out design feature. The remote itself took a moment to get used to, especially toggling between modes by flicking a switchlike mechanism as opposed to buttons. It took a couple of times accidentally dropping into Eco mode instead of Turbo on a few pinchy climbs to learn which way was up. My only gripe is that the remote is wired, which is a little out-of-theordinary in 2026 relative to competitors, bringing clutter to an otherwise clean wireless cockpit.
Like it’s big brother, the Levo R comes equipped with SWAT downtube storage, which is a feature that only Specialized have managed to incorporate into eMTB frames so far. Having had frame storage on my acoustic bike for the past few years, this is a welcome feature, especially given the bike’s potential to take your rides further afield.
Another special mention goes to the SWAT tool that’s integrated into the frame’s steerer tube. I’m a huge fan of steerer tube mounted tools for quick fix access on the trails and would always install one on my new bikes, so this is a welcome addition and a nice value-add feature. The bike also comes with Specialized’s stock 4amp charging unit which takes around three hours to charge the 840Wh battery to 80%, with the option to purchase a smart charger, charging the battery from zero to 80% in less than 60 minutes.
Climbing
Straight away, you can tell that the Levo R’s geometry favors pedalling efficiency; it’s a comfortable climber that took very little in the way of setup to align with my ideal bike fit. The steep seat angle and 29” wheels paired with fast-rolling Purgatory tyres made for excellent forward propulsion, meaning the bike maintained rolling speed well on flatter terrain and kept its speed superbly over punchy, technical ascents. Despite sharing the same drive unit, this is what really sets the Levo R apart from the Levo 4 and positions it quite uniquely in the eMTB market. It’s noticeably snappier on the climbs and feels quicker across the board.
That lively, responsive feel is further enhanced by the Fox Float Genie shock. The Genie’s performance was immediately noticeable, particularly on technical singletrack climbs. The shock remains active over small trail chatter, reacting to bumps like loose rocks, roots and holes, while still firming up enough to preserve efficiency and momentum. The Levo R delivers a level of nimbleness on climbs that longer travel, full-power eMTBs often struggle to match. I couldn’t help but smile as I rolled past riding mates on 170mm, gravity-focused bikes.
I didn’t find myself fighting to keep the front wheel grounded, even navigating the steepest of Christchurch’s pinchiest fire road climbs. The Levo R was my first experience using Fox’s new 36 SL Performance fork, and it remained stout on steep pitches without needing to reach for the lockout functionality. I did hit the limits of the Purgatory tyres on a couple of switchbacks due to the reduced sidewall grip relative to Specialized’s burlier tyre offerings, such as the Butcher or Eliminator. However, given the type of terrain the Levo R will favour, I do feel that I’d ultimately value the superior rolling capability of the Purgatory over increased grip, so this wasn’t a major.
The medley of SRAM’s price-focused GX/ S1000 components performed reliably under load albeit a little “clunky” at times, though that’s to be expected when trying to keep up with such a powerful drive unit. The derailleur is wired into the bike’s battery, alleviating the hassle of remembering to ensure your batteries are charged, although it does mean that should your battery run out of juice, so too will your derailleur, and you’ll inadvertently have yourself a singlespeed for the commute home.
Contact points are of course subjective, but I think I won’t be alone in saying I’d have appreciated a more compliant or in simple terms, soft, saddle. Particularly given the emphasis this may have on climbing, this was up there with one of the harshest out-of-the-box saddles I’ve ever used. I also felt that 800mm width bars was overkill and makes more sense on bikes with a more gravity-oriented focus, like the Levo 4.
On Christchurch Adventure Park’s technical uphill trail, I opted for Trail/Turbo the majority of the climb, with Turbo providing more than ample horsepower for tight, technical switchbacks, delivered in a way that was gradual enough to still retain control and weight over the front wheel.
Range testing is always an interesting one, because this largely depends on a range of factors, namely; rider weight, terrain and preferred ratio of support relative to effort. For me, even after climbing almost 1000m, including a 30-minute climb almost exclusively using Turbo, I still had 70% battery left at the top of the hill.
I often find that the more efficient and intuitive a motor is at delivering power, the less likely you are to require mode toggling and therefore preserve battery draw. Walk mode, which was fiddly to activate on the remote’s prior iteration, has been made significantly easier to access and provides a subtle push when needed, which is a pleasant change to the walk modes you see on other drive units which have a tendency to overdo the power delivery and pull your arms out of their sockets. The motor is also whisper quiet, giving off only the slightest hum even under load.
All-in-all, the Levo R is a superb climber, striking a near perfect balance between comfort and efficiency.
Descending
Before you say “but 140mm of travel isn’t enough for me”, I can assure you the Levo R punches well above its weight. Make no mistake, this is a capable descender that blurs the line between short-travel efficiency and big-bike confidence. Thanks to the fast-rolling tyres, 29” configuration and active suspension platform, the Levo R is quick to pick up speed and maintains it well, particularly on blue flow trails. The bike didn’t get hung up on small bumps or undulations, tracking reliably through chattery terrain and holding its line impressively well, in a way that requires less rider effort relative to longer travel eMTB’s. Make no mistake, this isn’t a burly 170mm travel beast that’s eager to tackle steep, double black trails, but it holds its own on technical blue trails, and I was pleasantly suprised at just how composed, stable and planted it was when my curiosity got the better of me and I gave it a crack descending steeper terrain, above its paygrade.
Thanks to the low bottom bracket coupled with a relatively long wheelbase, your weight is nicely centred at all times, offering a level of stability that far exceeds what you’d expect from a 130mm bike. The head angle is what I’d call “just right” – slack enough to remain pointed at high speed and when the gradient steepens on descents, but without compromised climbing capability – which, in my opinion, is the beauty of the 130mm travel range.
So far, my experience with 140mm travel bikes is limited to those specc’d with a Rockshox Pike or a Fox 34. The 36 SL was a highlight of the Levo R, greatly elevating the descending experience for bikes in this class; and, in particular, for eMTB’s, due to its stiff chassis. The fork made the bike a delight to descend on, remaining composed on rough terrain, under heavy breaking, and stout through braking bumps and those classic Christchurch rocks that really show their teeth in the depths of summer. It does a great job handling the weight of an eMTB and the damper is lively, working hard to offer great sensitivity on small bumps that you wouldn’t usually have on bikes of this travel and weight.
The rear end was equally impressive too. My experience with Genie shocks so far has been on longer travel Specialized bikes, and whilst I’ve been left feeling so-so about its performance in that segment, I think the Genie really shines on the Levo R due to its active nature and high-volume mid stroke. Thanks to its unique two-stage air chamber design, the rear end sits high in the travel and continues to provide support even once you near the end of the stroke, providing ample stability and reactivity.
Whilst I was suitably impressed with the bike’s suspension performance, I did feel these gains were negated at times by certain contact points, especially coupled with the bike’s weight. In theory, I can understand the rationale behind specc’ing SRAM’s Motive Bronze brakes. The Levo R identifies as light weight and nimble, and the Motive is positioned as well suited for a bike of this nature and travel.
In practice, there were multiple occasions where I felt like I was maxing out the brakes and, as a result, I’d start to lose the supple suspension feel as myself and the bike began stiffening up in an attempt to slow the bike down. This is compounded by the fact that the more the gradient points you downhill, the more the bike’s weight makes itself known, tending to propel you forward at a rate of knots, requiring you to drag the brakes in an effort to keep things under some level of control. I can’t help but feel that a bigger brake, such as SRAM’s Maven may have been a more suitable choice for a 22+ kg bike. Again though, given the target market, the Motive will likely be adequate.
Although the Levo R excels on wide-open, flowing trails, when the trail narrows and corners tighten up, the high front end combined with the full 29” wheeled setup can leave you feeling a little detached from the bike. My personal preference would be for an optional mullet configuration to cater for riders who are keen to retain a sense of nimbleness and reactivity when cornering; however, the decision for full 29” is understandable when considering the bike’s emphasis on efficiency, particularly when climbing.
Whilst efficient on the ascents, the long wheelbase can make for cumbersome cornering, and I found myself working hard to steer the bike round tighter switchbacks, particularly when coupled with the effort required to slow the bike down.
The chainstays can be altered using a twoposition flip chip, allowing you to switch the length between 441 mm (short) and 447 mm (long) which helps retain some sense of agility on tighter trails, though these are still almost 10mm longer than the likes of the Stumpjumper 15, which seems a little contradictory considering the Levo R’s “rally” concept.
While touchpoints are certainly subjective, I couldn’t fault Specialized’s bread-and-butter offerings, with 40mm rise bars and 50mm stem providing ample comfort and confidence on the descents. The X-Fusion Manic dropper post performed without issue, and I was pleasantly surprised at how trusting the Purgatory tyres were, particularly in Christchurch’s marbley dust. Lastly, the carbon chassis on our test bike was among the stiffest I’d ridden, which is on-par with many Specialized frames I’ve ridden in the past; however, as expected, it was balanced with comfort, affording compliance on the descents without adding harshness.
Final Thoughts
The Levo R creates a very strong case that there’s a gap in the market for shorter travel, full power eBikes – those that retain all the benefits of a big battery and powerful drive unit without the weight, and offer a more lively, nimble ride experience. I think this bike will appeal to a vast range of riders, and indeed it is the bike that many should realistically be on. Just because you can get more travel with the likes of the Levo 4, doesn’t necessarily mean you should.
After all, it’s easy to forget that whilst you and your mates might want an eBike that can do anything from sending jump lines to threading needles on the steeps of double black trails, this doesn’t exactly echo the wish list of your everyday rider, and that’s where the Levo R fills the current void of short travel and full power options. It’s hard to think of another brand catering for this market, and Specialized have certainly created a one-of-a-kind bike that creates a compelling case for full power eMTBs in this travel range.
With its confidence-inspiring downhill capability coupled with buttery-smooth power delivery on the climbs, the Levo R is a particularly strong option for those newer to mountain biking, and even more so, those seeking to branch into the world of eMTBs. Having said that, I do feel that perhaps Specialized have come up with a concept that’s for everybody and nobody all at once – it’s too little bike for the quintessential enduro rider, but lacks the weight savings and therefore nimbleness to meet the needs of an “all-rounder” trail rider.
The geometry and weight creates a smaller gap than one would expect between the Levo R and its Levo 4 big brother, so for me personally it’d be hard to justify the Levo R when I could have more travel and a mullet configuration for very little weight penalty, whilst retaining the same amount of power. That said, I think for many riders the Levo R will be the logical choice with its user-friendly power system and the advantages that quicker handling and nimble geometry offers.
