The more economical options in the Levo line still deliver serious power, a massive battery, and Specialized’s second-to-none frame design for all-mountain riding.
Specialized made waves with the launch of the updated Turbo Levo Gen 4, but it initially rolled out only in the premium S-Works and Carbon models, leaving many riders wondering what the more affordable versions would offer.
Well, now we know.
The all-new Turbo Levo Alloy and Turbo Levo Comp Alloy are here, and they bring the same high-powered motor, large battery, and outstanding geometry that grabbed headlines months ago, but now at a price point accessible to a wider range of riders.
Both bikes are powered by Specialized’s beefed-up 3.1 motor, which delivers 666W of peak output (250W nominal) and a whopping 101Nm of torque, offering more than enough muscle for fast trail riding and steep climbs. Feeding that motor is a massive 840Wh battery, helping ensure long days in the saddle.
The Levo Alloy shares the same award-winning geometry as its carbon siblings, but starts at a more attainable $5,799 for the base model, or $7,299 for the upgraded Comp Alloy version, which features a higher-end component package.
With 150mm rear and 160mm front travel, a mixed-wheel setup (29” front / 27.5” rear), adjustable geometry, and six frame sizes to choose from, this bike is clearly built for serious trail fun. The tradeoff? A bit of added weight from the aluminum frame compared to the carbon builds, but that’s expected and well worth it for many riders.
We just got our hands on the Turbo Levo Comp Alloy for testing, and after a few early rides, we’ve been seriously impressed. Could this be the high-quality ride at a more down-to-earth price that riders have been waiting for?
Let’s find out.
Spec & Features
Turbo Levo Comp Alloy | Turbo Levo Alloy | |
---|---|---|
Motor | Specialized 3.1 Motor, 101Nm torque, 666Nm power | Specialized 3.1 Motor, 101Nm torque, 666Nm power |
Battery | 840Wh battery / Specialized 4amp charger | 840Wh battery / Specialized 4amp charger |
UI/Remote | MasterMind T3 Display System, 2.2″ high resolution color screen, fully customizeable with Specialized App | MasterMind T3 Display System, 2.2″ high resolution color screen, fully customizeable with Specialized App |
Frame | Levo 4 M5 Alloy frame, 150mm travel,, adjustable chainstay, adjustable head tube angle, adjustable bottom bracket, internal SWAT storage 148mm spacing, 29″ front wheel/27.5″ rear wheel, fork travel up to 180mm, six sizes | Levo 4 M5 Alloy frame, 150mm travel,, adjustable chainstay, adjustable head tube angle, adjustable bottom bracket, internal SWAT storage 148mm spacing, 29″ front wheel/27.5″ rear wheel, fork travel up to 180mm, six sizes |
Rear Shock | FOX FLOAT X Performance with Specialized GENIE Shock Tech, Ride Dynamics Trail Tune, 2-position lever, LSR adjustment, 210x55mm | Marzocchi Bomber Inline, EVOL LV air sleeve, rebound adjust, 210x55mm |
Fork | FOX 36 Rhythm, 29″, S2-S6: 160mm S1: 150mm, GRIP damper with Sweep adjust, 44mm offset, 15x110mm boost, through axle | Marzocchi Bomber Z1, 29″, S2-S6: 160mm, S1: 150mm, sweep adjust compression |
Brakes | SRAM Maven Bronze, 4-piston caliper, hydraulic disc, 220mm Centerline rotor front, 200mm rear | SRAM DB8 Stealth, 4-piston caliper, hydraulic disc, 220mm Centerline rotor front, 200mm rear |
Drivetrain | SRAM 90 trigger, 12-speed, single click, 34t chainring, 10-52t cassette, SRAM Eagle 90 T-Type derailleur | SRAM 70 trigger, 12-speed, single click, 34t chainring, 10-52t cassette, SRAM Eagle 70 T-Type derailleur |
Wheels & Tires | Specialized 29/27.5, hookless alloy, 30mm inner width, tubeless ready, Butcher, GRID GRAVITY casing, GRIPTON® T9 compound, TLR, 29×2.4″ front, 27.5 x 2.4” rear | Specialized 29/27.5, hookless alloy, 30mm inner width, tubeless ready, Butcher, GRID GRAVITY casing, GRIPTON® T9 compound, TLR, 29×2.4″ front, 27.5 x 2.4” rear |
Handlebars | Specialized, 6061 alloy, 6-degree upsweep, 8-degree backsweep, 30mm rise, S1-S2: 780mm width, S3-S6 800mm | Specialized, 6061 alloy, 6-degree upsweep, 8-degree backsweep, 30mm rise, S1-S2: 780mm width, S3-S6 800mm |
Saddle | Bridge Comp, Hollow Cr-mo rails 155/143 | Body Geometry Bridge Saddle, steel rails |
Seatpost | X-Fusion Manic, infinite adjustable, two-bolt head, bottom mount cable routing, remote SLR LE lever, 34.9, S1: 100mm, S2: 125mm, S3: 150mm, S4: 170mm, S5/S6: 190mm | TranzX dropper, 34.9mm, S1: 100mm, S2: 125mm, S3: 150mm. S4-S5: 170mm, S6: 200mm |
Extras | SWAT internal downtube storage | SWAT internal downtube storage |
Weight | 56 lb, 11.2 oz (S4) | 57 lb, 7.8 oz (S4) |
Specialized Turbo Levo Alloy Review: Top-End Power With Surprisingly Natural Engagement
There’s just something different about riding with a motor that cranks out triple-digit torque. But creating a high-torque motor isn’t the hard part; taming that wild stallion is the real art form. So far, we’ve been highly impressed with how well Specialized’s 3.1 motor handles power delivery on the Turbo Levo Comp Alloy.
Specialized has been promoting the Gen 4 Levo line with the tagline, “Where Super Meets Natural.” At first glance, it sounds like marketing fluff, but after a couple of rides, it’s clear there’s some truth to it. When you’re pushing the bike to its limits, it really can feel eerily like a regular mountain bike—even while doing things you normally couldn’t.
With 666W of peak output and 101Nm of torque, the motor has all the grunt needed for sustained climbs and steep, punchy efforts. Whether you’re grinding it out at a low cadence or spinning fast toward a summit, the 3.1 motor keeps things feeling smooth and responsive.
The motor pairs with Specialized’s Mission Control app and MicroTune feature, allowing you to finely adjust the power profile. That said, we’ve mostly ridden it in the stock configuration, and honestly, the tuning feels dialed right out of the box.
Case in point: On his very first lap aboard the test bike — without any tuning, and still on a pair of embarrassingly bad stock pedals — our biker-in-chief Justin snagged 8th place on a local trail segment named “Asskick Hill.” A Strava top-10 isn’t everything, but it’s a clear indicator of just how much performance this bike delivers, even when Justin had just barely gotten to try the bike.
One of the welcome surprises with the new alloy model is that range hasn’t been sacrificed for price. Specialized has standardized the 840Wh battery across the Turbo Levo Gen 4 line, and that’s exactly what we’d hope to see on a bike with this kind of power—a spacious gas tank to match the motor.
Battery flexibility is another highlight. Riders can add a 280Wh range extender for even longer rides, or purchase a lighter secondary 600Wh pack if they want to shave weight. The main battery is easily removed from the side of the downtube, and the smaller pack even opens up room for internal storage.
Initially, we had questions about the implications of a bigger battery: Would it push the weight up too far? Would it mess with balance? The Comp Alloy tips the scales at 57 lbs, which is certainly not featherweight, but the bike feels noticeably more nimble than the number suggests, and the weight feels evenly distributed throughout the frame.
Specialized Turbo Levo Alloy: The Spec Levels and the Ride
Offering both an Alloy and a Comp Alloy model gives riders some welcome flexibility. The base Alloy model is slightly heavier but saves you money upfront, and it’s a solid choice if you’d rather upgrade components over time (if at all). The Comp Alloy, on the other hand, is for riders who want higher-end components right out of the gate.
The good news? No matter which version you pick, the motor, battery, integrated display, and adjustable geometry remain the same. Both models come with 150mm rear and 160mm front suspension, a 12-speed drivetrain, 4-piston hydraulic brakes, and a dropper post with 100–200mm of travel depending on frame size. The differences come down to the component tier.
Early impressions of the Comp Alloy model we’ve been riding are strong. The bike moves with great agility, and while we’re still dialing in the suspension settings, the Fox suspension system has performed exceptionally well so far.
As for the geometry, the Turbo Levo remains one of our favorite setups in the all-mountain category. It feels aggressive and confident on descents, yet still has enough playfulness in corners to keep the ride fun and lively.
The stock Butcher tires have been grippy and dependable, offering solid traction for carving berms and maintaining sure-footed control on technical, loose climbs. We’re pro-mullet here, and like the control of the larger front wheel, with the increased manueverability of the smaller diameter rear tire.
Specialized Turbo Levo Alloy: Questions We Still Want Answered
We’ve spent plenty of time testing the Turbo Levo line through the years, but mostly on the carbon side. So far, the Alloy frame doesn’t feel like it weighs 57 lbs, but we’re curious to see how it handles over time compared to its lighter carbon sibling. Will the extra weight show itself in different riding scenarios?
We’re also keeping an eye on range. Specialized quotes up to five hours of ride time from the battery—can we get close to that in real-world trail conditions?
Those are our immediate questions, but we want to hear from you too. What do you want us to test or investigate as we put the Turbo Levo Comp Alloy through its paces? Drop your thoughts in the comments as the metaphorical phone lines are open to all callers, and we’ll do our best to give this bike a proper shakedown.
For now, though, the ride has been a blast—and we’re confident it’s only going to get better as we fine-tune the setup.