Leatt Products
Words Lester Perry
Images Jamie Fox
RRP $90—Trail 1.0 Short Sleeve Top | $160—Trail 2.0 Shorts | $230—ReaFlex Hybrid UltraLite Knee Guards
$370—Enduro 2.0 Convertible Helmet
Distributor BikeCorp
Leatt is a brand founded on a quest to offer the highest possible protection, through rigorous research, testing and development. Grown from an idea sparked by Dr Chris Leatt’s mission to protect his then four-year-old son from injury while riding motorbikes, Leatt has become a global leader in research-backed protective gear.
After witnessing the death of fellow rider and friend, Alan Selby, from a suspected neck injury in a motorbike accident, Dr Leatt set about working on a solution to avoid neck injuries that are all too common in bike sports. A few years later, Leatt the brand came to be, hitting the market with a neck brace. This revolutionary neck brace quickly became a global phenomenon and was soon adopted for mountain bike use.
In 2015, Leatt launched its first range of mountain bike helmets, and, by 2020, the band dove headlong into the MTB world, offering head-to-toe safety and gear solutions. Now in its 20th year, and with numerous design awards and industry accolades, Leatt recently began a new chapter here in New Zealand. With a new distributor now in place, we’re sure to see this storied brand continue going from strength to strength, becoming a more dominant player locally.
Trail 2.0 Shorts
As with jerseys, we’ve recently seen an influx of riding shorts that do the job but, much like my school report card said; “could do better”. The truth is, most of us are happy to stay in our lane and have no idea what we’re missing out on elsewhere, not keen to branch out from the norm and try a different brand of gear for fear of not liking it.
At first glance, I was unsure about everything going on with the Trail 2.0 shorts. “Is this overkill?” I thought to myself, looking at all the pockets and panelled fabric.
Sizing-wise, I’m a medium or 32” in any type of short and, true to form, the Leatt Trail 2.0 in the medium is spot on for me. With no tension on the hook & loop adjusters on each hip, they’re just right in the waist and, on the off chance I lose some weight, I’ll be able to cinch these up to keep the fit perfect. The length is a little longer than other trail-focused shorts in the market, but it sits nicely over the top of a kneepad and midway down my kneecaps.
The fit is somewhat slim and has a tailored, pre-curved silhouette to suit the riding position of the ‘trail’ riding they’re intended for. The mid-height crotch keeps it from snagging on the saddle, and a double dome snap closure and zipped fly keep the shorts in place and give critical access when needed. Two deep hip pockets ensure what you put in them stays in them, and a zippered cargo pocket on the right thigh has space for anything that won’t fit in the hip pockets. I’ve been surprised at how much I’ve put the extra storage to use, stashing food or a GoPro in there, which in the past would have either been left behind or crammed uncomfortably into a hip pocket. The pocket bags are attached to the outer fabric at their deepest point, keeping them in place so they don’t jump around while riding.
The fabric of these shorts is a lightweight polyester weave with 360° stretch, and most seams are double-row stitched for durability. Key wear areas around the knees and between the legs use a marginally heavier version for increased durability. A softer fabric is used on the inside of the waistband, ensuring comfort against the skin. The inside of each thigh has a small row of laser-cut ventilation, which helps keep things breezy.
The Trail 2.0 shorts come with a snap-in liner short. The main fabric is a mesh weave to keep things drafty, and there’s a nice silicon-backed gripper on the bottom of each leg. Many liners I’ve had supplied with shorts have ended up in the bin after a couple of rides, the chamois being of low quality and ultimately uncomfortable—often leaving me with some decent chafed patches on my undercarriage (don’t ask!). In a couple of cases, literal cuts in my buttocks from the chamois edge! Fortunately, that’s not the case with the Trail 2.0 shorts, which fit well. Even though I initially thought it might be too small, the Dual Density Berenis Chamois is comfortable for lengthy periods, and my undercarriage has no complaints.
What don’t I rate? Given the shape, pockets, and the two weights of fabric used across the short, there are a lot of seams. Granted, almost all of them are a double-row, reinforced type, so there’s probably nothing to be concerned about. However, more seams mean more possibility of one becoming damaged and potentially coming apart during a crash or due to long-term wear. So far, I haven’t seen any issues, but time will tell how the shorts hold up.
All in all, this is a banger pair of shorts. I’ve found the cut comfortable, the storage is excellent, and the liner gets a big tick of approval.
ReaFlex Hybrid UltraLite Knee Guards
Ever since a fateful day three years ago, I’ve worn knee pads of some description almost every time I’m on a bike. Late one afternoon, on a local trail I’d ridden a hundred times, probably more, my bike pitched over and fully committed to a corner. Halfway through the bend, the trail was freshly resurfaced with rotten rock and what was once a grippy turn I could blast through without a thought, was now a loose, jagged surface just waiting for some flesh. Unlucky for me, I was its victim. I had a nasty contaminant-filled gash in my knee, a scrub out at the hospital, a bunch of stitches followed by a few bags of IV antibiotics, and a few weeks off the bike in mid-summer, no less. I’d learned the lesson several times over the years, but this metaphorical straw broke the camel’s back and taught me once and for all. Knee pads are now a must-have on most rides.
The Reaflex Hybrid UltraLite Knee Guards are slip-on knee protection, focused on protecting while out for a pedal, rather than a heavier focus on pure gravity with less pedalling. The guards meet a CE impact certification of one out of a possible two, meaning more protective guards are available, but these do the job as advertised. On the Leatt safety scale, these reach a score of 12 of a possible 25, putting them in the middle of the Leatt range.
The main fabric through the front two thirds of the guards is lightweight (although not as light as some) and sock-like, with a good amount of perforation to aid airflow. The rear third of the guard is ‘AirMesh’, a moisture-wicking, lightweight mesh that helps with breathability. The top cuff features a non-slip silicone printed grip to help keep them in place.
The main padding is provided by ‘ReaFlex impact gel’. It’s soft and pliable while pedalling, and hardens under impact. The outer layer has knee cap and upper shin protection, helping to distribute impact and deflect and slide during a crash.
Although Leatt sells these as “super slim and lightweight”, they’re a fraction bulkier than other “super slim” offerings. Still, the difference in bulk and the gnat’s hair of extra weight is simply because these guards offer more protection than others in this “super slim” category. The ReaFlex impact gel wraps around the knee cap a tad more than some other lightweight guards, although the actual sides of the knee don’t get any padding aside from the sleeve fabric. You’d want to step up to the ReaFlex UltraLite PRO Knee Guards to get this extra side protection.
As with other Leatt products, subtle details make a noticeable difference in the function of these guards. In this case, above the calf is a soft, rubber-backed strip incorporated into the rear mesh. Not only does this offer an element of reinforcement to the lightweight mesh, but it effectively grips above the calf and helps lock the guards in place, not only due to the friction of the rubber, but it works as a ‘cuff’ that sits on top of the wearer’s calf. It works well, and you’ll never know it’s there, although you’d know the difference if it wasn’t.
The fit is comfortable and cosy, and the stretch of the fabric provides an even tension down the entirety of the guards. They breathe well, and I’d put them on par with other similar guards I’ve used. They are not exceptional, but certainly better than heavier weight, bulkier knee pads. Compared to my knobbly knees, I’ve got large calves and quads; even with my lumps and bumps, the guards are comfortable, and there is no pinching, bunching or tight spots while pedalling. My slightly abnormal leg shape (I jest) means the top cuff on all knee pads slides down a little while riding, eventually finding a spot lower down my thigh than I’d like; these ReaFlex’s are no different. They fit fine and work as they should but, like the rest, the cuff ends up lower than I’d like, and there’s no magic sauce to keep them where they should ideally be. My solution is to tuck the cuff of the guards under a liner short leg to keep everything in place.
With five sizes on offer, from small to double- extra-large, there should be a size to suit everyone. A quick measure-up and comparison to Leatt’s size chart gives prospective buyers confidence in their choice.
I rate the Hybrid UltraLite Knee Guards as a level up from most other lightweight offerings. The fit is spot-on and comfortable. There’s an excellent level of protection on offer, considering how light they are, and the outer shells add an extra element of protection that most lightweight guards don’t have.
Enduro 2.0 Convertible Helmet
Protecting your body begins at the top. If your head takes a bad enough impact, it doesn’t matter how unharmed the rest of you may be; without a functional brain, you’ll be on the sidelines while your buddies are out enjoying their rides. As concussion becomes a more widely talked about subject, and awareness is at an all-time high, people are taking more interest in what their helmet offers regarding protection. Rather than settling for something that passes a minimum safety standard, many of us are now looking for something that surpasses standards, offering the maximum protection, not just a sticker that says it’s safe enough. Never has there been a more important reason to invest in your head than if you’re riding an eMTB. With a bike that weighs over 20kg, and often up to 30kg, you sure want to ensure your head and face are well protected in case that big rig lands on you.
Full-face helmets have their place but don’t suit every scenario, trail system or ride. Enter the Leatt Enduro 2.0 convertible—a versatile helmet designed to cover all bases from cruisy rollers in open-face mode to gnarly steeps with the chin bar attached. The Enduro 2.0 is at home in most situations—it’s up to you how you dress it; chin bar on, or off.
The main helmet comprises a lightweight polymer shell with Leatt’s patented 360° Turbine Technology fitted (more on that in a bit). Securing the helmet firmly in place is a FidLock buckle and a classic ratcheted dial adjuster on the back, with three vertical positions to get the fit just right.
The 360° Turbine Technology is a crucial technology across Leatt’s helmet line. It’s a group of small disc-shaped rubber ‘turbines’ that twist and compress to decrease peak brain acceleration by up to a claimed 30% at impact speeds associated with concussion, and to reduce peak brain rotational acceleration by up to 40%.
The peak is adjustable and suits the overall styling of the helmet. There’s enough vertical adjustment to put it in the highest setting and have your goggles on your forehead for a climb if that’s how you roll. The visor will break away if you clip it on a low-hanging branch or during a rag-doll of a crash, popping off to save torsional forces being transmitted to your head and neck; safety first, safety second.
The shell has 20 vents to keep the draft flowing and, even at slow speeds, I’ve been impressed with how well it breathes. Strategically placed rear vents double as a sunglasses dock and do their job as they should.
The chin bar is simple to remove and refit with a button on either side just below the ears. Firmly press the button on each side and the chin bar releases. Reverse the process to re-fit it while ensuring the two locators up by the temples line up correctly, and Bob’s your uncle. The chin bar passes ASTM impact testing, offering confidence that it’s up to the task. It’s a sturdy system and is firm once in place, integrating exceptionally with the main helmet, offering some comfort that it will stay put in a crash and protect your face.
Putting the helmet on once the chin bar is in place is noisy. A lot of creaking comes from the junction between the helmet and the chin bar. Fortunately, once the helmet is on, the noise disappears, although it was pretty disconcerting the first time I put it on!
Given the extra engineering and structure required to incorporate the removal mechanism and chin bar safely, the Enduro 2.0 in open-face mode is a touch heavier than regular open-face helmets at 409g in a medium size. The chin bar itself doesn’t weigh much at all at 245g and, once fitted and in full-face mode, the helmet’s complete setup weighs 654g, putting it at the lighter end of convertible helmets.
The Enduro 2.0 is comfy on my head, and the padding is quite thick compared to similar helmets. There are no hard points anywhere, and the overall shell looks normal when worn; no giant mushroom here. Before wearing it, I thought the Turbines might touch my head while riding, but I haven’t noticed this. This helmet gets a big tick on the comfort front. As with anything fit-related, different head shapes suit different helmets, so I’d recommend trying before you buy or at least checking returns policies when purchasing online.
When it comes to testing the actual safety of the Enduro 2.0, alongside the legal safety standards they meet, I can only rely on Leatt’s testing and their force reduction claims; some heady statistics proved not only in Leatt’s research lab but also by people I’ve met who have firsthand experience with the safety of Leatt helmets.
I’d recommend the Leatt Enduro 2.0 convertible helmet to anyone doing all sorts of riding, perhaps travelling to unfamiliar areas to ride and not sure what to expect. You’ll have the right helmet for the task wherever you end up. If your riding crew decide to do a lengthy trail ride: Chin bar off and open-face mode. A last-minute decision to punch out shuttled laps? Chin bar on and full-face mode engaged. For eMTB riders, adding a chin bar is an absolute no-brainer, but there’s still the versatility to run the helmet without the chin bar for a cruisy lap with the kids or a nip to the shops.
Specialized Levo SL Comp Alloy
Words Lester Perry
Images Jamie Fox
RRP $11,500
Distributor Specialized NZ
The Specialized Turbo Levo SL debuted in 2020. With its discreetly integrated battery and motor system, it looked more “normal” than the competition’s eBikes at the time. The Levo SL set the standard for eMTB aesthetics and was a lighter, more agile alternative to the standard Turbo Levo, Specialized’s full-powered bike that launched five years earlier.
Now in its second generation, we’ve seen an evolution in suspension, updated geometry and improved motor efficiency. I’ve spent roughly two months with this bike, changing its many adjustments and razzing it around my local—and some not-so-local—trails.
Chassis
The SL2 Comp Alloy is the gateway into the SL lineup. With its alloy frame, it’s what I’d call the heavyweight of the SL range; the frame comes in at a kilo heavier than the carbon equivalent, so although there’s not a vast difference between the two, a kilo is a kilo. Considering the motor and battery are identical to those of its higher-end carbon brothers, the Comp Alloy would be an excellent platform for future upgrades; decreasing its weight (although not by a drastic amount) and adding to the overall ride experience with better components.
With a 160mm front suspension fork and 150mm travel in the rear, the Levo SL2 strikes a healthy balance of brawn and butterfly. There’s enough travel and the geometry is designed to not hold you back on the nastiest of descents, yet the bike is light and nimble enough to pick your way through tech, rapidly change direction, and even bunny hop or manual through sections with surprising ease.
This bike could be viewed as a couple of different bikes, able to be configured in a number of ways thanks to the breadth of adjustment available: the head angle is adjustable between 63 degrees (slack), 64 (stock), and 65 (steep). Adjusting this is almost as easy as replacing a headset bearing; remove the stem, headset top cap, compression ring and bearing, and lift out the upper headset cup. No tools are required. Drop in the supplied ‘adjustment’ headset cup; depending on its orientation, you’ll either get down to 63 degrees or up to 65.5 degrees. Refit the headset components—and job done. There’s no need to touch the lower headset cup at all.
The bike has a mullet wheel configuration, a 29-inch wheel up front, and a 25.7-inch out the back. Thanks to a flip chip on the Horst pivot (near the dropouts) that lengthens the chainstays by 10mm, the rear wheel can be swapped out for a 29-inch if you want more roll-over capability without nuking the machine’s handling. The bottom bracket is adjustable to a minor degree by flipping its off-centre lower shock mounting hardware and raising the bottom bracket by 5mm from stock. It’s a scant amount but will offer a smidge more clearance for the pedals and motor housing over technical terrain, although I haven’t found this to be needed in the stock ‘low’ setting. It’s worth noting that each adjustment made will affect all geometry numbers. Specialized have a chart in the manual explaining what the numbers look like with different adjustment configurations.
I toyed with the head angle a little, riding with it in the stock 64 degrees to begin with, then in the steeper 65 degree setting. The stock 64 degree setting was a good middle ground for most trails, although it felt a fraction slacker than ideal on flat or mellow trails. So, I fitted the adjuster cup, setting it to 65 degrees. The one-degree steeper head angle increased the manoeuvrability on anything mellow and tight, but it wasn’t as stable on choppy descents. I never felt the need to slacken the bike to 63 degrees, but if I were headed somewhere to ride steeper, faster trails, say Queenstown or Nelson, the slacker setting would be ideal. The stock 64 degrees seems to be the perfect middle ground for general riding.
Given all the adjustment options, this bike can adapt to optimally align with your riding style and the trails you ride.
Genie Shock
This latest iteration of the Levo SL features the Specialized developed, Fox-manufactured, Genie shock. This unit launched to fame on the latest Specialized Stumpjumper, claiming a coil-like feel and a tuneable mid- and end-stroke.
By making the main air spring larger, they’ve enabled the shock to maintain small bump sensitivity and relatively linear progressivity through the first 70% of its stroke. With 30% of the stroke remaining, the shock closes off most of the total air volume, essentially creating a smaller volume air spring active for the end of the stroke, causing a much steeper ramp-up and drastically increasing bottom-out resistance. On a bog standard air shock, in most cases (depending on the bike design), you sacrifice small to medium bump compliance and sensitivity to achieve decent bottom-out resistance, and vice versa. Bottom-outs increase once you soften the shock in a quest for buttery small bump and mid-stroke sensitivity. The Genie manages to deliver small bump sensitivity while maintaining super end- stroke ramp-up, and bottom-out resistance.
After my first ride on the Genie, I was amazed at how linear the shock felt, and it certainly delivered on the coil-like claims with a buttery smoothness. Although it performed well, I wanted a bit more support to push against while pumping and jumping, and felt it was moving through more travel than was necessary, causing it to wallow at times. Mid-stroke tuneability is in the shape of plastic volume bands fitted in the air can, much like many other shocks. They’re simple to fit and equally easy to remove. Let all the air out of the shock, pick off the snap ring that holds the air can on, slide it back, snap the two halves of a volume spacer together over the shock body, slide the air can back into place, refit the snap ring, air it up and hit the trails—all you need is a small pick—or in my case, a tiny screwdriver from my son’s tool kit that worked as one—a shock pump and five minutes.
Once I slid the air can off, there were no bands to be found, which explained the overly linear feel. I fitted three bands of a possible four, aired back up to 33% sag, and confirmed my choice with some front-yard testing. It wasn’t until I hit the trail that the extra support really brought the bike to life, increasing how playful and lively the bike was on the track.
The end-stroke is also tuneable by adding circular chips to the shock’s interior air chamber. It’s a slightly more involved procedure, but it can still be done without removing the shock from the bike. The end-stroke ramp up and bottom-out resistance was fine for me in its stock setup, so I didn’t change anything here.
Once dialled in, the shock performed like the literal magic carpet Specialized intended. Thanks to the Genie’s effectively softer-than- normal spring rate early in the stroke, the small bump sensitivity was impressive, and there’s an amazing amount of traction on offer, it’s really noticeable how well the rear wheel tracks across bumps while pushing through a rough section or corner, compared to many other bikes.
Spec highlights
Fork: Fox Float 36 Rhythm | grip damper 160mm travel. The fork is stout enough to handle the heft of the bike, and did an adequate job, but could benefit from better damping and adjustment. A worthy upgrade, or step up through the SL range to get these benefits. Brakes: SRAM Maven bronze | 200/200mm rotors. Mavens get the big tick from me, the power and consistency are amazing and they add a level of confidence to an eBike that I don’t think can be gained by any other single component. Drivetrain: SRAM GX eagle shifter, chain and cassette, coupled with a SRAM X01 derailleur. Does the job admirably. Once it eventually wears out, I’d replace this with a SRAM T-type system as it’s far superior on an eBike.
Crankset: SRAM S1000, 165mm length. Short cranks are the best on eBikes, and 165mm is a great choice.
Wheels: In-house Specialized alloy rimmed set. They do the trick but, considering that the bike had hardly any use when it turned up but the rear wheel already had a small flat spot in it, I’d say that much like many OEM specced alloy wheels, these rims are on the softer side.
Tyres: Front—Specialized Butcher | grid trail casing | gripton t9. Rear—Specialized eliminator | grid gravity casing | gripton t9/t7. No complaints here. Reality is that, with the extra weight of an eBike, most tyres perform pretty well. Good to see a heavier Gravity casing specced on the rear, although with their softer compounds, the square edges are worn from the knobs quite quickly.
Cockpit: We get some plain Jane—but effective—alloy parts here. The handlebar has 20mm rise and a comfortable shape—no real complaints, but an easy place to upgrade.
Seatpost: X-fusion manic 170mm. This post fits the price point well, there’s no noticeable play in the post and it’s nice and smooth, but the return is a bit slower than ideal.
Motor unit
At the heart of the Levo SL2 is the new SL 1.2 motor, Specialized’s latest—and a noticeable improvement on the previous SL 1.1 generation. It offers a quieter, more natural-feeling ride, delivering 50Nm of torque, up from 35Nm previously, with 320 watts of power. Although there’s enough power and torque to get you through most scenarios, the light weight comes with the feeling that the motor is not doing all the work, you’ve got to play your part too.
The SL2 has a 320Wh battery, and a 160Wh extender is available. The SL series bikes are lightweight in all aspects of the driveline, compared to the standard non-SL Turbo Levo models, which are powered by the Specialized 2.2 motor pushing 90Nm, with a 700Wh battery. The range extender can also be used on the full-powered bikes.
The burning question everyone has regarding eMTBs is; “how long does the battery last?” The answer inevitably is always; “it depends”. There are so many variables at play that it’s hard to compare even the same bike between riders, let alone different riders on different bikes. I’ll put a stake in the ground, though, and you can make some assumptions from there. Fully kitted, I’m pretty well bang on 80kgs, and my local trails are either up or down; there’s a minimal amount of flat ground, so I’m either climbing or descending.
The climbs are pretty steep, and there’s sporadic pedalling down most of the descents. On a ride where I used Turbo most of the time while climbing the gravel road climbs (some very steep) and Trail mode everywhere else, I can get 1:45 to two hours out of the battery. The variance in time is solely down to how hard I’m riding; a solid, fast pace, and I’m looking in the vicinity of 1:45, but a little less effort on the climbs and I can get to two hours. On the same ride, if I backed the assistance down and asked a bit more of my legs, 2.5 hours or three at a stretch, may be attainable. For rides made up predominantly of flat sections, if I stuck to Eco mode, I think I could hit the 3.5 hours Specialized claim is achievable. The truth is, though, I don’t want to ride like that, so I budget my rides at 1:45 hours ride time and go from there. Once the battery is down to 10% charge, the bike will slide into Eco mode to help you limp home.
The power delivery is very natural; there are no surprises or sudden accelerations, and the motor simply does what it should and multiplies your power with a smooth ‘acoustic bike’ feel. There is a slight lag when initially putting effort into it, and this took a little time to adjust to, but I soon adapted to it. The SL1.2 motor rewards a cadence of around 75-90rpm for those looking to get the most out of each pedal stroke, so if you’re one to rely on the torque of a motor to get up a pinch, rather than shifting to a lower gear—this bike’s not for you.
Mission Control App
I didn’t faff with the app too much; I just synced up my phone with the bike, pushed some assistance settings to ‘max’ and got stuck in. I wanted to ride this like a standard bike and not get bogged down with tweaking, tuning and apps. It’s nice to have the ability to fine-tune assistance levels simply, and if a user wanted to maximise battery efficiency, one could nerd out with the settings. Software updates for the bike are done via a connected app, no need for cables.
MasterMind TCU
An upgrade over the SL gen 1 is the use of the MasterMind TCU (Turbo Control Unit). The screen is seamlessly integrated into the top tube and comfortably readable at a glance. Modes and screens on the TCU are controlled via the simple-to-use handlebar remote. It’s a nice touch to be able to micro-adjust through assistance levels in 10% increments if you want to get specific assistance while out on the trail, rather than relying on the pre-programmed three settings.
The ride
The Levo SL2 is the first lightweight, low-powered eBike I’ve ridden. So, my observations are compared to full-powered eMTBs and regular old pedal bikes.
Taking the SL2 for its first ride, my immediate thought was; ‘damn, this actually handles like a normal bike!’ My main gripe with full power bikes in the past has been that they don’t suit my riding style, they’re fun in their own way, but their weight means they’re more like a cruise liner than a jet boat… and it’s a jet boat I want! Precise, nimble, manoeuvrable, responsive, confident and playful are the current acoustic bike marketing buzzwords, I guess. Unfortunately, most of these boxes can’t be ticked on a full- power, full-weight eBike – as mentioned, their characteristics align closer with the cruise liner.
Descending on the SL2 takes the best from an acoustic experience and couples it with the best from an eMTB. The SL2’s higher weight than a normal bike combined with its capable suspension gives insane stability and predictability while descending but, being lighter than a full-powered eBike, combined with its balanced geometry, means it’s drastically nimbler and more precise down a hill than its overweight brethren. The ability to change lines and unweight through sections really sets this lightweight bike apart.
The more I rode the SL2, the more I was amazed at how well it corners. I didn’t need to change any components or make any adjustments at all to make it perform; I just got on and rode. Even in its stock setup, it handles turns exceptionally. Balanced geometry is a piece of the turn- shredding puzzle, and so too is the lower centre of gravity of an eMTB, but the traction on offer sure makes a difference, too; part of this will be thanks to the weight of the bike (over an acoustic one), but the suspension is up to the task. The SL2 is a leap above any other eBike I’ve thrown a leg over in the cornering department, and it is better than some trail bikes I’ve reviewed.
Jumping on the SL2 is great, and surprisingly so. The weight is nice and balanced, and it is predictable taking off everything from lumps and bumps to larger, steeper lips.
The bike cruises along flat trails where there’s no need for high power similar to a full-fat one, just more nimbly and playfully, not weighed down by additional motor or battery heft.
Compared to high-powered eMTBs, the SL2 didn’t give me superpowers to tackle super steep climbs—you know, the ones where you can barely keep the front wheel on the ground, even with your weight right over the front. Instead, the SL2 meant I could make it further up super steep pitches than I would on a trail bike, before I ran out of steam but, unlike a full-powered bike, I definitely felt like I needed to use my own strength, rather than just chopping into Boost mode and have the bike ‘pull’ me up the hill.
Without the power, torque or battery capacity of a full-fat eMTB, the SL2 still takes some effort to ride, and I found I can still get a similar workout to a regular bike while riding it, just covering more ground and not blowing myself up to maintain higher speeds. Riding a full-powered eBike I find I’m still getting a decent cardio workout, and it’s quite normal to be sitting up at high heart rates for long periods, but most of the time (unless I’m sitting in Eco mode), it feels like there’s not much leg strength necessary. The SL2 hits a sweet spot and, thanks to coupling it to my Garmin, I could see my own power input and proof that I was pushing similar watts to a normal bike, just going faster for them.
The SL2 let me ride how I like to ride. It’s light enough to be playful, but hefty enough to offer the composure and stability only extra weight can give while descending. Until this bike, I wouldn’t have considered owning an eBike as my only mountain bike but, after a couple of months aboard the Levo SL2, I may have found the bike that would make me switch sides.
Riding into Consciousness
Words Liam Friary
Image Cameron Mackenzie
I am often caught between the want—or rather, need—to ride and the constant chatter inside my head telling me to be available, productive and hustling. The latter serves me well in getting things done; respond to notifications and publish this here magazine on a deadline. However, in between these moments I need to find peace without the constant distraction and that’s when pedalling in the woods comes to the fore. This time need not be long but it’s restorative, and it allows me to jump back into said task with good mood and plenty of energy. You’d think this would settle the debate in my head about whether I should go for a ride or not but, sometimes, I still need to convince myself it’s the best idea.
Summer offers long days, great weather, family time, holidays and (hopefully for you!) some respite from normality! To celebrate, head out for a long challenging ride. For me, these types of ride serve as a metaphor for life’s journey; teaching us valuable lessons about perseverance, self-reliance, and the beauty of slow progress. It’s a far cry from the everything-at-pace mentality that the modern age demands of us. As we climb steep hills and descend tricky terrain, we’re forced to confront our limitations and push beyond them. These moments of struggle and triumph on the bike often lead to profound self-discovery and a deeper appreciation for our own resilience.
Perhaps most importantly, riding offers a much-needed escape from the relentless pace of modern life. We are so much more than sedentary beings scrolling on our phones and working away at laptops. In a world dominated by constant connectivity and instant gratification, the simple act of riding a bike allows us to disconnect and reconnect—with ourselves, with nature, and with the fundamental joy of human-powered movement. As we pedal through diverse landscapes, from urban streets to dense bush, we’re reminded of the beauty and vastness of our world—and our place within it. This shift in perspective can be profoundly rejuvenating, helping us return to our daily lives with renewed energy, clarity, and a heightened sense of what truly matters.