Specialized Turbo Levo 4 EVO Comp Alloy

The Specialized Turbo Levo 4 EVO Comp Alloy gives you a full-power motor for steep climbs and a calm bike for fast, rough descents, in an aluminium Levo 4 EVO frame. It suits a self-powered enduro day, a bike-park session without the uplift queue, or a long all-mountain ride. You get 180 mm up front, 170 mm at the rear, mixed 29 and 27.5 inch wheels, and an 840 Wh battery already fitted.

Which Levo you are actually buying

It is a current UK model, and the official UK RRP is £5,499.00. In the Levo 4 EVO range, this is the lowest-priced alloy build. Retailer listings sometimes use a 2027 label, but Specialized does not publish an official model year, so match the Turbo Levo 4 EVO Comp Alloy itself.

The standard Turbo Levo 4 Comp Alloy is a separate model, and a closer match when your riding is mostly mellow. Carbon EVO bikes, including the Turbo Levo 4 EVO Comp Carbon, are separate too.

Long travel, and a chassis you can tune

Specialized lists the use as electric all-mountain, and the suspension is there for steep, rough riding. Up front is a RockShox ZEB Select at 180 mm with a Delta RC damper. The rear is a RockShox Vivid Select Air, 230 x 62.5 mm, with a climb switch, working through 170 mm. You notice that travel on a fast, chopped-up descent, where the bike has room to stay composed. On a mellow trail it is more bike than the day asks for. It comes into its own for a confident intermediate or expert who will use the settings, rather than someone after a gentle first e-MTB.

Head angle, bottom bracket height and chainstay length can all be adjusted, so you can tune the handling instead of accepting a single setting. The published figures are a 63.6-degree head angle, a 76-degree seat angle and 435 mm chainstays, and they describe one configuration only. The frame is Levo 4 EVO M5 alloy, with SWAT storage in the downtube for repair essentials. Sorting those adjustments, and the suspension, will change the ride more than a cosmetic upgrade.

Robin Ulbrich, reviewing a Turbo Levo 4 EVO Pro for E-MOUNTAINBIKE Magazine, found this generation's platform composed and grippy on steep, rough descents, and less playful on flatter trails. It describes the shared long-travel layout and motor, not this Comp Alloy's dampers.

The 3.1 motor and the 840 Wh pack

Climbing support is the Specialized 3.1 motor, rated at 105 Nm and 810 W peak. Specialized presents that as strong but controllable help on steep technical climbs, which is what makes another lap without an uplift feel realistic. The same full-power system is part of the bike's mass. With the motor off, you are pedalling a heavy enduro e-MTB, and it feels like one.

The battery in the frame is a Specialized Turbo X2 of 840 Wh. That pack is included. A 600 Wh battery, for a lighter setup, and a 280 Wh Range Extender, for the longest day, are optional and not in the box. There is no single range figure that fits every rider. How long you stay out depends on you, the assistance you use, the trail and any extra battery you add.

Charging starts with a Specialized 4 A charger in the box. The 12 A, 700 W Smart Charger is an aftermarket option. Specialized claims a 0-80 per cent charge in under an hour with that charger. It is worth buying only if you need a quick turnaround between rides.

Brakes, gears and the rubber

Gears are SRAM Eagle 90 T-Type: mechanical 12-speed, with a 10-52t cassette. That spread covers a slow, steep pinch and a faster connecting track. Brakes are SRAM Maven Bronze four-piston callipers, with 220 mm rotors front and rear. On a bike this heavy, the rotor size is about heat and control on a long descent. Pads and rotors this big also cost more to replace than a modest trail set.

Tyres are a Butcher GRID Gravity T9 TLR, 29 x 2.4, on the front and a Cannibal GRID Gravity T9 TLR, 27.5 x 2.4, on the rear. Tough casings for the descents this bike is aimed at. They arrive with inner tubes. A tubeless conversion is a possible later step, not a finished setup, and it can help with punctures and lower pressures. Valves, sealant and rim preparation are not confirmed as supplied, so budget for them if you want to run the tyres that way.

Bars and saddles change with size. An S2 has a 780 mm bar with 30 mm of rise and a 155 mm wide saddle. S3, S4, S5 and S6 share an 800 mm bar with 50 mm of rise and a 143 mm saddle. Cranks are 155 mm and the stem is 40 mm on every size from S2 to S6. The dropper is an X-Fusion Manic with a 34.9 mm diameter. Travel is not given as one consistent figure, so it is not a number to plan your saddle height around.

S-Sizing runs from S2 to S6, and the official height bands overlap by a wide margin. Height gets you into the right area. Between two sizes that both fit your height, the shorter one is the more agile choice and the longer one is the more stable choice. Reach runs from 425 mm on the S2 to 525 mm on the S6, and the wheelbase grows with it.

Getting it home and keeping it running

Specialized claims 26.92 kg (59 lb, 5.6 oz) for an S4. Other sizes do not have a published weight, so use that figure for planning rather than assuming every frame matches it. Stairs, a tight shed and a car rack are where those kilos show up, and the rack needs the capacity before you commit. At low speed with the motor off, the same mass is there in how the bike turns.

Day to day, the 2.2 inch MasterMind TCU and the Specialized app show you what the system is doing, and Apple Find My support helps if the bike goes missing from outside a cafe. SWAT storage means a tube and a small tool are not rattling on the frame. None of that saves weight. It does make a long day less faff.

Buy the Turbo Levo 4 EVO Comp Alloy when that mix is the day you actually ride: steep technical climbs, fast rough descents, and enough battery to go again without an uplift. You take on the weight in exchange for the motor, the fitted 840 Wh pack and 180/170 mm of travel. For a confident rider who wants that in aluminium, it is a satisfying reason to plan the longer loop.