Reviews

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.

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.

Words: Liam Friary
Images: Sven Martin & Callum Wood
Distributor: Worralls
RRP: $2495

Words Lester Perry
Images Thomas Falconer
RRP $8999
Distributor Worralls

Although I’ve never owned one of their bikes, secretly, I’m a Cannondale fanboy. Cannondale has a deep, storied history as a true innovator in cycling. Particularly in their earlier years, they led the way with computer-aided design (CAD), and their unconventional suspension forks, the Headshock and the Lefty, which we still see today.

From the distinctive Flying ‘V’ frames of the early ‘90s to their short-lived motorbike division, they’ve stood out in a sea of vanilla designs. Let’s not forget NZ’s own Kashi Leuchs flew the NZ flag on a Cannondale during his glory years, across various cross-country World Cup and Olympic seasons.

The Moterra officially launched back in 2016, and although it caused a stir, that was as much due to its unique “only a mother could love” looks as anything else. It’s evolved incrementally over the years, but fortunately, this latest iteration has broken free of the lines inherited from that original beast, and we now find a far less polarising Moterra. The downside is that, from a distance, it looks somewhat like ‘just another eMTB’.

The Moterra 3 is a full 29er-wheeled bike with 150mm travel Horst-link-driven rear suspension and 160mm up front. The frame is entirely crafted from Cannondale’s SmartForm C1 Alloy with tidily finished welds and large tube shapes. There’s a gigantor-sized head tube allowing for cable routing internally through the headset.

Drive is taken care of by Bosch’s Performance Line CX motor powered by an 800Wh Powertube battery. Bosch’s Purion 200 display controls the whole setup neatly from the left-hand side of the handlebar. There’s a tidy alloy skid plate protecting the motor, and even a removable kickstand mount on the non-drive chainstay – very handy while parked up on the cycle trails.

The battery is easily removable from the bottom side of the downtube. The outer cover is removed with a simple twist of a thumbscrew at the top end, then the battery can be unclipped and removed. It’s a simple task but still requires the use of the battery locking key. Thanks to this ease of battery removal, two-battery (or more) rides are a reality. For those just wanting a bit more range, a 250Wh PowerMore range extender can be added to the main drink bottle mount, for an additional 30% when added to the standard 800Wh battery.

Geometry

Key geometry figures across the Moterra don’t stray far from the norm for this type of bike:

Chainstay length

455mm to accommodate the 29” rear wheel.

Head tube angle

64.8°, perhaps a hair steeper than some similar bikes, but this helps keep handling snappy and the front wheel under you while climbing.

Seat tube angle

72.5° actual and 78.2° effective. The effective seat tube angle is steep enough, although if you run an exceptionally high seat height this will be slacker, so it’s worth sitting on the bike to see where things line up for each individual.

Reach

A 45.9cm reach is a tad shorter than some more “progressive” bikes, but again fine for this level of rig.

Stack

64.1cm. The Moterra stack is on the higher side for sure. That’s not a negative thing, though, as it means handlebars can be set lower towards the headset, with no need to have a stack of spacers or super-high-rise bars to get the cockpit set up correctly. The only downside I can see is that an increased stack generally brings with it a higher front end of the top tube and, consequently, lower standover clearance.

Words Lester Perry
Images Thomas Falconer
RRP $24,900
Distributor Yeti NZ

The e-EDR World Cup is dead (eMTB Enduro Racing), but the bikes developed by teams trying to win these races sped up the development of eMTBs, and their learnings have helped manufacturers create some of the current crop of top-performing eBikes.

One such bike is the Yeti LTe which was developed alongside the heavy-hitting, diverse riders from the Yeti Factory team, including 2024 e-EDR World Cup overall winner Ryan Gilchrist and 2025 e-EDR World Champion (and multi-time Enduro World Cup winner), Richie Rude. Yeti’s race-winning pedigree runs deep, and their years of experience across all genres of MTB racing mean the brand is exceptionally well qualified to create some of the best bikes in the business.

The Yeti LTe is essentially a heavily updated version of its predecessor, the Yeti 160e – Yeti’s first race-focused eMTB. Geometry and suspension both saw significant updates; however, the biggest news upon launch was the switch from a Shimano drive unit to a fresh, much more capable Bosch CX-R drive unit.

The eMTB market has become something of an arms race recently, with buyers selecting bikes purely on the numbers associated with a given drive unit rather than the combined experience of the drive unit, frame and components. A drive unit alone cannot dictate how much fun or capable a bike will be, but it sure helps to have both the best drive unit and the best frameset.

There’s no denying that Yeti’s bikes target the high-end consumer looking for high performance. Even their most basic build options sit out of reach for most mountain bikers, but for those who either have ample funds or choose to spend what funds they do have on top-performing bikes, Yeti’s range is hard to look past. The LTe retails for $24,900 in New Zealand.

Usually, I’d hesitate to think that any bike priced this high could be exponentially better, or offer a much better ride experience than one that’s $10,000 less. However, I’ve been surprised to find that the performance – and all-out, grin-inducing fun – the LTe offers when ridden hard is, at least in part, worth the step up to its premium price tag.

Drive unit

In July 2025, Bosch launched a significant performance upgrade for the new Performance Line CX drive unit. This upgrade brought existing drive units up to date, more in line with the latest competition, raising max torque to 100Nm and power to a possible 750W (depending on the bike), as well as support multipliers going from 340% to 400% assistance. As part of the performance upgrade, we now find an eMTB+ assistance mode and associated Dynamic Control functionality. We’ll get to those features in a bit. Where fitted with the new Performance Line CX, most 2026 model bikes will ship with standard software, but users can adapt the performance upgrade wirelessly via the Bosch eBike Flow App.

Alongside performance upgrades, Bosch released the all-new CX-R drive unit and Kiox 400C display. The Performance Line CX-R drive unit is designed to win races and slots in as Bosch’s top-tier offering. It’s lighter weight, coming in at 2.7kg, and more powerful, coming stock with 100Nm torque, 750W max power, and 400% rider support.

The weight savings primarily come from the use of a magnesium housing, titanium crank spindle, and ceramic bearings, which are designed to handle the higher torques that come with racing and consistent use of aggressive assist modes.

The Kiox 400C display and wireless “mini-remote” were released alongside the CX-R drive unit. With these two gadgets, it feels like Bosch has finally caught up with the competition. The Kiox 400c is a fully integrated display that tucks snugly and almost seamlessly into the bike’s top tube just behind the headset. It’s large, measuring 2 inches diagonally, it’s bright, it’s high resolution, and it’s full colour, almost a mini-iPhone mounted in the bike! Unfortunately, unlike an iPhone, it’s not touchscreen. The mini-remote lets you shuffle between info screens or scroll between assistance levels. It’s ergonomically ideal, sitting where most remotes do, just beside the left handlebar grip, the buttons have a noticeable click to them, and their rubberised finish means even the sweatiest of fingers don’t slip.

If you’ve set up navigation in Bosch’s eBike Flow app and have a destination programmed, the Kiox 400C will display directions as if it’s your phone, even with handy sounds to notify you of upcoming turns.

There’s a host of information that can be displayed while riding, from heart rate (if you’re using a HR strap or other device), rider power, cadence, and even shifting suggestions. Ideal if you’re one to just throw it in top gear and grind around the trails – the unit will suggest shifting to a more optimal gear ratio. What’s displayed on the screen is entirely up to the user and can be configured in the eBike Flow app on your phone. Speaking of phones – there’s even a handy USB-C port at the top of the display for phone or light charging.

I found the Kiox 400C a considerable step up from previous, more basic, Bosch display options. The screen is a great size, and with the bright, easy-to-read display, I found myself taking a quick glance down to see what speed I was doing, or even what power I was pushing, all while navigating technical trail.

There’s a new assistance mode thrown in the mix, too. eMTB+ mode features Dynamic Control, which essentially switches between aggressive and more subdued output, automatically adjusting between the two based on rider inputs such as cadence and torque, as well as internal sensors that measure gradient and detect loss of traction.

Sampling 1000 times a second, the system seamlessly adjusts to terrain, helping maintain traction regardless of conditions or rider inputs. I found this mode to be the most natural and it felt like riding a regular non-assist bike. Although, when I put the power down, I was able to take advantage of the full 400% support and pull up and over whatever was in my path. The eMTB+ mode is not dissimilar to the standard eMTB mode in terms of how it works but it does offer the higher top-end power availability of the Race mode at 400% assistance vs the 340% of eMTB which doesn’t have the Dynamic Control feature.

We’re now presented with four assistance modes: Race, eMTB+, eMTB, and Tour+. As it says on the tin, Race mode is for just that: racing. Only offered in the CX-R drive unit, it provides 400% support (so 4x rider input). It takes some skill to make the most of this level, and it will rinse a battery quick-smart if not used sparingly. I found this level ideal for uphill sections where I knew maximum attack was the only way over or through them. It’s a load of fun but does require some caution, as more than once I nearly got spat off the back as the bike almost looped out.

eMTB mode, as we’ve known it previously, is like having the bike on automatic, offering less support than eMTB+ mode, up to 340% assistance. The Race and two eMTB modes have “extended-boost”. When stopping pedalling, the motor continues to drive for a short time, helping to maintain speed between pedal strokes or over technical crux moves where a pause in pedalling is needed to navigate a feature. Tour+ offers similar assistance to the eMTB mode at up to 340%, but loses the extended boost and prioritises battery conservation over all-out performance.

Users can tune riding modes to their liking in the eBike Flow app, so if you want more or less power or torque, you’ll find your nirvana with some digital fine-tuning.

It’s worth mentioning the Walk Mode. Hold the ‘down’ button on the mini-remote, and the drive unit moves the bike forward, helping push it back uphill. I used this each lap back up Kataore trail in Rotorua while we were shooting photos for this review. Without this function, getting back up the hill each time would have been significantly more difficult!

The whole drive system on the LTe is powered by a Bosch 800Wh battery. There’s also a range extender that gives an additional 250Wh for those big days lapping the hills! It would be nice to have an easy-to-swap main battery. Unfortunately, it’s not a quick trailside task. While I never needed to remove the battery, according to the bike’s manual (which is quite impressive, I should add), it doesn’t seem like something you’d want to do unless it’s really necessary. Sorry, team, no double-battery rides on this one, by the looks of it.

Frame details

The Yeti LTe is a 160mm (r) / 170mm (f) travel bike bred with an e-EDR focus. It’s crafted from Yeti’s signature TURQ carbon fibre, reinforced with Vectran (similar to Kevlar) to deliver downhill-bike-level strength. The complete chassis (minus suspension linkages) is top- shelf, lightweight carbon fibre. Using carbon not only helps keep the overall weight down but also allows Yeti to tune the ride feel.

The Sixfinity suspension is a unique six-bar design in which all six linkages contribute to controlling the wheel path. It offers higher anti-squat focused around the sag point, keeping a solid and efficient platform for pedalling or pumping. As the bike progresses further into its travel, where pedalling is unlikely, the Switch link drops and anti-squat falls away quickly, offering confidence and stability for downhill-bike-like descending.

As one would expect from a top-tier bike, all the small details are taken care of. Cable routing is tidy (at least externally), and key areas have guards and bumpers to protect the frame and drive unit from rock strikes and debris, or chain slap, all of which helps keep the ride experience nice and quiet and the frame crisp.

I tried to find something on the frame to highlight as a negative, or perhaps not quite right, but all I could come up with is that the ‘loam shelf’ on the lower suspension link behind the motor sits right in the path of mud, slop, and, of course, loam. Most rides, I’d finish with a little pile of debris in this area. No biggie when it’s dry, but I guess long-term over a winter of riding it may negatively affect the lower linkage bearings as they’ll be constantly sprayed with slop from the rear wheel.

On the subject of bearings, by my count there are 16 bearings involved in the Sixfinity linkage, which is not an insignificant number to keep serviced or to replace when necessary. I guess that’s the cost of having all the advantages the Sixfinity brings to the bike: can’t have one without the other.

Adjustable rear suspension leverage rate can be achieved via a swap out of the lower shock mounting chip, allowing for three levels of suspension progressivity tuning: 25%, 30% and 35%. This gives the ability to set it up precisely for where and how it’s to be ridden. I ran this in the stock ‘middle’ 30% progression setting. I found it ideal for my local North Island trails, with shorter, not highly technical climbs and descents featuring a wide variety of features, from drops and g-outs to short chundery steeps and high-speed flow with jumps.

The 30% was plenty supportive and balanced enough to keep the bike playful and poppy, but linear enough to give me the confidence and control for max attack. I didn’t test either of the alternate settings, but for true mountainous descents the lower, 25% setting may be an advantage, offering a more linear suspension rate. The inverse 35% rate should be more relevant for sustained steep, technical climbs and flat riding with its higher progression making the bike ramp up quicker while maintaining the buttery early stroke. These options also open the door to swapping out the air shock for a coil while still maintaining a consistent feel.

The higher torque of an eBike compared to a non-assisted bike means that if the anti-squat is not dialled in, it will be very noticeable, as there won’t be any consistency in how the bike feels under pedalling. Pedalling the LTe was predictable and natural. Regardless of my cadence or how hard I pushed the pedals, the suspension appeared to be unnoticeably active. If I can’t notice something, that’s a green tick from me, as it must be doing an admirable job: just turn the pedals and let the bike do the rest.

Those who want a bit more clearance over the tyre or more ‘flickability’ can switch to a 27.5” rear wheel via flip-chips in the upper seat stays, and thanks to the aforementioned shock mount adjustments, the bike will ride equally as well as it does in the stock, full 29er option.

The overall system weight of the LTe is a fraction over 23kg – pretty light for an eMTB in this e-enduro category. While that Podium fork adds 300+ g over a FOX 38, the weight still feels balanced on the bike, not significantly front-heavy. I’d love to throw a leg over one of the lower-specced LTe bikes with a lighter fork for comparison, to see if a substantially lower price tag really provides a less enjoyable ride experience.