Bike Review

Words Lester Perry
Images Jamie Fox
RRP $11,500
Distributor Specialized NZ

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.

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.

Words Liam Friary
Images Cameron Mackenzie
RRP$15,499
Distributor Trek New Zealand

The lines are somewhat blurred between an XC long-travel bike and a lightweight trail bike but, regardless of categorisation, the bike is designed to be super-adjustable with a redesigned frame and a 4-position Mino Link. There’s also a ton more you can customise, like wheel size, geometry, and suspension travel, making it super appealing for everyday trail riding, or even XC racing duties.

Trek has opted for refinement rather than revision – a trend the industry is increasingly embracing. Generally, bikes are in a good place regarding geometry numbers, so there’s no need to reinvent the wheel – at least for now. While the new Top Fuel looks similar to the previous generation, it has gone on a slight diet with about a 100g savings in the carbon frame, and employing slimmed-down tubes across the entire frame. The new 4-position flip chip, used for adjusting the bike’s geometry or the amount of shock progression, is located at the lower shock mount. This flip chip offers High/Low geometry settings that modify the angles by 0.5° and change the BB height by 6mm. Additionally, you can move the suspension leverage rate forward and backward with the flip chip. The forward position offers 14% progression, while the rear position offers 19%, providing more ramp-up at the end of stroke. I rode mainly with the rear, more progressive position and found it better suited to my riding style and the terrain where testing was done.

I appreciate the ability to change out the rear and front travel if desired. The rear shock is built around a 185x50mm shock, but you can increase the stroke to 55mm and boost travel to 130mm. The frame is rated for a 120-140mm travel fork, which allows for different setup options, such as an XC whippet with 120/120mm travel or a rowdier trail bike with 140/130mm travel. I’m inclined to build the latter so, hopefully, I’ll have more on that sometime soon. If you wanted to have a mullet setup with a 27.5” rear wheel, that’s also possible with this new platform.

Returning to small refinements, the new Top Fuel is slightly more progressive than the previous generation and has a tad more anti-squat. Rear travel is kept at 120mm and comes with a 130mm travel fork up front. 29” wheels are standard on all frames except the small, which is built around 27.5” wheels. The internal storage has also been updated with larger openings and better weatherproof sealing, and cables have been kept out of the way to minimise snagging. Trek has won the applause of shop mechanics by keeping cables out of the headset and eliminating the Knock Block headset. A tried-and-true threaded BB is used, as well as bolt-on downtube armour and a rubber chainstay protector.

While there are slight changes to geometry, the 65.5° head angle remains consistent across all sizes. The effective seat tube angle ranges from 75.2-76.9°; Trek lists this angle based on a specific saddle height for each size. Another update is the size-specific rear centre lengths, which vary from 435mm (smaller frames) to 445mm (X-Large frames).

I had the pleasure of riding the new Top Fuel in Durango, Colorado, USA. Having more than a week based in Durango meant I could get very familiar with the bike, logging over fifteen hours of ride time. There’s plenty of pedalling needed in Durango, and often you’re either riding long climbs, flats and descents that have pedal sections. I thought this bike was well suited to the terrain. The first thing that struck me was the pedalling efficiency and overall zippiness of the bike. I rode twice a day locally and had two high-country long ride missions as well. On all occasions, from road to gravel to trail, I didn’t feel the need to hit the lockout lever, as it pedalled great with it wide open. The bike feels swift and light and climbs exceptionally well.

The Top Fuel’s adaptability is the new four- position Mino Link at the lower shock mount. Effectively, this set of flip chips allows riders to choose between permutations of high and low geometry, and more linear or more progressive suspension curves. Initially, for the first few days of riding around the mountain bike parks of Durango, I had the Top Fuel’s flip chip in its default ‘low, less progressive’ setting. As we headed for longer high-country rides, a simple flip of the chip meant I could steepen the head tube angle by .4° and raise the BB by 6mm. I found this setting was ideal for ramping-up. It offered adequate dampening and felt comfortable even after several hours in the saddle. The more progressive setting reigned supreme across rowdier terrain on the longer descents in Colorado’s high- country. The bike moves very swiftly, especially over long rides. I’m a big fan of the flip chip!

While the RockShox Pike fork nods to more trail-oriented riding, there’s something about the overall frame that makes it more compliant than the white paper stats indicate. This compliance was evident when we ventured into the backcountry, which made for lengthy and rowdy descents. These rides were often long – around three hours or more – so having a compliant frame was welcomed. These rowdy sections are when the bike feels burlier than presumed. Again, on descents, the Top Fuel chassis is bloody solid; with the bike’s light weight, this is a little surprising. But, when you throw that together with the progressive rear kinematics, it’s confidence inspiring. Bear in mind, when things get really real – rough and steep and you need to pick your line – apply a bit more effort to stay cantered and weight both axles. That said, the newly designed compliance of the frame and separate linkages means smoother, grippy moments when it matters most.

On the shorter, punchier rides in and around Durango’s extensive trail network, the bike was super smooth and sprightly. Heck, simply making your way to the trailhead, the Top Fuel is just as sharp – sprinting forward eagerly as soon as you put the slightest pressure on the pedals. Uphill, it’s just as powerful and lively. From more XC-oriented loops to bike park-style jumps and berms to rock slabs, with sketchy rocky descents, the rear end stays active, even under brake load. I think the key component is the four-bar suspension platform over a single- pivot flex-stay, which offers superior grip both uphill and downhill. There’s suitable snappiness, and the bike generates speed very well.

Standing is fine but, for seated climbing, the Top Fuel is a beast. It soaks up big roots and rocks without losing traction or bouncing you offline. On rockier technical climbs I would normally not make it, but it would clear them. Although it’s not technically an XC race focussed rig, the Top Fuel is a super capable climber. And, with it being so well balanced, you can pick your way through more technical sections without having to carry a lot of momentum in. Cornering aboard this rig is bloody fun too. Leaning into flatter corners and railing berms is awesome. The balanced ride pays off here – keeping an ideal amount of weight on both wheels which keeps it easy to judge traction.

The Bontrager Line Pro 30 OCLV Mountain Carbon wheels do a great job. They’re sprightly and engage swiftly. These wheels are laced with Bontrager Gunnison up front and Bontrager Montrose out back – these tyres keep in fitting with the bike’s lightweight theme. I found them super supple and quite zippy but, on gnarlier rockier sections, I had to choose my line. Whilst they didn’t give me any grief on rockier descents, choosing the best line was imperative, as I was a tad worried about snagging them. I can understand the thinking behind choosing to spec these tyres, but if the bike remained with me, I’d prefer something a little beefier – even with the weight penalty. In saying that, they did hook up well – and impressed me on faster rolling sections. I suppose it really depends on your application for this trail bike, as it’s up for wide interpretation.

Keeping with the parts and component’s theme – the RSL MTB Handlebar and Stem comes equipped on the Top Fuel. On trail, I found the RSL handlebar/stem combo to be quite comfortable. It wasn’t overly stiff nor super compliant; it sat in the middle somewhere, which was kind of great as meant I could focus on the ride. I quite liked the RSL bar’s good feel, with enough damping to keep your hands from taking too much abuse. It provided reasonable comfort and was plenty stiff when accelerating out-of-the-saddle. The sweep and rise were dialled for me, as I usually run a slightly forward roll on my bar, but it won’t suit everyone. Although I do love the super tidy aesthetics and feel of the Bontrager RSL integrated bar and stem, I do think perhaps a more traditional bar/stem combo would possibly suit more riders. As the rest of the bike has quite a lot of adjustability, it would be good to have the same within the cockpit. Such as swap a shorter stem for gravity focused days and a longer one for long ride days or racing.

SRAM’s XO Transmission does a flawless job of shifting. I did break the chain, however, and luckily we had another chain-link with us in the backcountry. But that can happen at any time, to any groupset. I have XO Transmission on my personal bike and it’s super robust, shifts flawlessly and you never have to faff with it! I think if you’re spending your hard-earned cash on a new bike, then having Transmission is definitely worth your consideration. SRAM Level Silver four- piston brakes, with 180mm HS2 rotors front and rear are on stopping duties. I did find these brakes fairly good for some of the riding, mainly around the mountain bike parks of Durango with shorter descents. However, on longer descents in the backcountry they weren’t powerful enough. Keep in mind, that was mainly on super long runs with chunder sections throughout. I have been riding SRAM Maven’s on my personal bike, so am a bit partial to a heavy hitting brake. Again, if the bike was mine, I would upgrade to a bigger front rotor and possibly swap these brakes to SRAM Codes.

This bike is bloody fun! Hands down one of the best bikes I’ve ridden this year. It’s sprightly but super capable. The balanced ride inspires a ton of confidence. It pedals everywhere super efficiently – dances uphill, generates speed across flats and shreds going down. Its more bike than you think and makes a strong case for having a shorter travel bike! Of course, there’s a few nit bits that could be addressed as I’ve mentioned but, overall, the new Top Fuel is all class. I’m very keen to build this bike as a burlier 140/130mm trail bike, so hopefully we can make that happen soon.