E-MTB racing isn’t a mass sport and hasn’t been embraced nearly as much as the industry initially hoped. Nevertheless, the sporting ambition from the analogue sector has spilled over, and many mountain bikers are chasing every last bit of speed on their eMTBs too. Repeatable runs, a capable suspension system that still performs neatly after a long day on the mountain, and a drive system that doesn’t just deliver “power” but does so in a controlled and predictable way. That’s exactly where our comparison test comes in: not as a romanticised race-number story, but as a practical performance check for anyone searching for the race bike among eMTBs.
With the Yeti LTE T4, the Specialized S-Works Turbo Levo 4 and the UNNO Mith Pro, three very different interpretations of “fast” go head to head. At the same time, they represent the three most relevant motor systems when it comes to racing. Unfortunately, not every motor system is currently eligible to start under every regulation or at every event, which is why we decided to focus less on official race formats and more on what actually matters to you on the trail: modulation, traction, thermal stability, range management and, above all, the interaction between geometry and kinematics in combination with the right spec.
We tested all three bikes where they belong: on fast, rough trails with plenty of gradient, technical sections and seemingly unrideable climbs. But we also brought the winner of our current enduro comparison test – the Pivot Firebird – into the mix, of course only in the downhill, to see whether the myth that eMTBs are actually slower on the descent really holds true.
The 3.5 contenders in our eMTB shoot-out
Across all 3.5 bikes in this test – if we briefly set the analogue Pivot Firebird aside – it quickly became clear that no corners were cut here. All of them are packed with top-tier components. However, since eMTBs rarely roll out of the factory truly race-ready, and we wanted to create the fairest possible conditions, we replaced several components right from the start to prepare them for the tough trails and ensure a consistent setup.
We fitted all bikes with tires from Schwalbe, with a Magic Mary Gravity in the SuperSoft rubber compound at the front and an Albert Gravity in the Soft compound at the rear. This way, every bike rolled on a robust casings with suitable rubber compounds. If you want to learn more about our tire choice and their performance, you should check out our huge tire comparison test.
We also standardised all cockpits – meaning handlebars, stems and grips. For this we went with a classy and proven setup from BURGTEC. We paired 790 mm RIDE WIDE ENDURO ALLOY handlebars in 35 mm diameter and with 30 mm rise with an MK3 stem in 35 mm length. Additionally, we installed the Bartender Pro Super Soft Greg Minnaar Signature grips. It’s a cockpit setup we’ve been riding on other test bikes for a long time and one we can wholeheartedly recommend if you’re looking for a classy yet robust setup.
The Yeti LTE T4 with the Bosch Performance Line CX-R motor system
The Yeti LTE T4 is the American manufacturer’s flagship eMTB model, and, at € 14,500, a very bold statement. With 29” wheels, 170 mm travel up front and 160 mm at the rear, it isn’t just designed for relaxed post-work rides but also delivers plenty of reserves and potential when the trail gets fast, rough and demanding.
Power comes from the Bosch CX-R motor, delivering 100 Nm of torque and up to 750 W peak power. Compared to the classic CX variant, the differences – beyond the hardware – are mainly in the software, which gives the motor a more aggressive response – though that doesn’t necessarily make it better. More on that later. Through the app you can adjust the motor characteristics, which makes sense if you want to tune the response and behaviour specifically to the trail, grip conditions and your riding style – or even remove the Race mode entirely from the configuration.
Thanks to revised hardware such as a powder-coated magnesium housing, a titanium crankshaft and ceramic bearings, the CX-R is around 50 g lighter than the conventional CX and is said to be more durable, too. All system information is displayed on the Kiox 400C display, which is neatly integrated into the top tube.
For the battery, Yeti rely on a permanently integrated 800 Wh unit – meaning range and reserves shouldn’t be an issue, which is a real advantage during long test days and multiple consecutive runs. However, the battery isn’t removable, and that can become a dealbreaker if you plan to race officially: no quick battery swaps in the paddock, no backup battery for the worst-case scenario, and limited logistical flexibility. That’s not a big issue for many use cases, but in a race context it’s definitely a point that can’t be ignored.
When it comes to suspension, Yeti go all-in as expected: top-tier FOX Factory components throughout, with a Podium USD fork up front and a FLOAT X2 Factory shock at the rear. The upside-down fork alone is a clear statement aimed at maximum control and precision at high speed and in hard hits – exactly what you want on fast stages.
Shifting is taken care of by an electronic SRAM XX Eagle AXS Transmission drivetrain, though without motor integration. On the one hand that means slightly less system integration, but in tough conditions it also has a practical advantage: in an emergency you can swap the AXS batteries between the dropper and the drivetrain. And if you ever run into problems with the motor system, you can still operate the drivetrain and potentially save your day.
Matching this is the new Reverb AXS dropper post with a massive 225 mm travel in size XL. It can be fully slammed into the frame and gives you maximum freedom of movement on descents with very quick response – something you’ll need on technical climbs where you might have to adjust saddle height within fractions of a second.
For braking, Yeti pair SRAM Maven Ultimate stoppers and 200/200 mm rotors – exactly what you want to see on a bike that’s meant to be ridden fast: lots of power, high thermal stability and reserves when descents get long and braking zones hard.
The DT Swiss HXC 1700 carbon rims do a good job, even though carbon isn’t our first choice for uncompromising racing – not because it’s necessarily worse, but because robustness and “getting through without worries” often matter more in racing than the last bit of directness. Or as the old saying goes: To finish first, you need to finish first.
The rest of the bike lives up to what you’d expect at this price point: classy details, tidy cable routing, sensible frame protection and a solid motor cover – don’t worry, we tested that thoroughly for you. Particularly cool for setup nerds is the flip chip in the lower shock mount, which allows you to adjust the rear suspension progression. That’s not just a gimmick but a useful tool to tune the bike from “more support and bottom-out resistance” to “more sensitivity and traction”, depending on the trail.
The Specialized S-Works Turbo Levo 4 with the S-Works 3.1 motor system
The Specialized S-Works Turbo Levo 4 is – unsurprisingly – also top spec and sits at € 14,499, exactly where it hurts, but where no compromises are made either.
What’s interesting about the Levo is that it carries racing DNA in the family. Its analogue sibling – the Stumpjumper 15, which is almost identical in terms of geometry and kinematics – has already won EDR races and secured several podium finishes. The question is whether the electrified version can carry over that level of precision and pace – or whether the motor and additional weight will ultimately hold it back.
On paper, Specialized take a slightly different approach than the competition. With 160 mm travel up front and 150 mm at the rear, the Levo generates less travel than the Yeti or the UNNO and relies on a mullet setup. While the Stumpjumper 15 runs a full 29er wheel configuration, the Levo combines a 29” front wheel with a smaller 27,5” rear wheel, which in sporty riding mainly delivers two benefits: more freedom of movement and a livelier rear end that’s easier to flick through tight corners and rapid direction changes – especially if you ride the bike actively instead of simply rolling over everything. And yes: compared to the Yeti, you even save one euro with the S-Works ;).
When it comes to the motor, Specialized traditionally place a strong focus on fine-tuning, and that’s exactly what defines the S-Works 3.1 drive developed in close collaboration with Brose. In the S-Works version, the system delivers 111 Nm of torque and – at the time – up to 720 W peak power. That’s huge thrust, but with a different character compared to some “race” setups that push forward very aggressively.
All information is displayed via the MasterMind colour display in the top tube, which is easy to read and gives you deep insights into the system. Needless to say, there’s also app connectivity, which allows you to further personalise the motor’s behaviour, as well as the support modes and numerous other parameters – typical Specialized.
However, the biggest race advantage of the Levo 4 arguably isn’t the motor but the battery. Specialized use an 840 Wh battery that can be removed extremely quickly. For a race-oriented bike – or simply for very long riding days with spare batteries – that’s a huge advantage. You can swap batteries quickly in the paddock or at the van, have a real backup solution and aren’t forced into charging breaks.
Compared to permanently integrated systems, this is simply the more pragmatic approach when it comes to maximising riding time per day. There’s also the option to install a smaller 600 Wh battery if you’re sure you don’t need the full capacity and want to benefit from improved handling due to the lower weight.
Once again, suspension duties are handled by a FOX Factory setup, with a 38 fork and GRIP X2 cartridge – a gravity-focused package that delivers plenty of mid-stroke support and control when things get fast and rough. At the rear, Specialized rely on a FOX Genie shock developed in cooperation with FOX. Conceptually it’s similar to a FLOAT X but doesn’t quite match the air volume and outright performance of an X2. In many situations that’s no problem, but on very long descents it can become noticeable. When a lot of energy goes into the shock, it can heat up and lose some performance. That’s not a dealbreaker, but it does highlight that the Levo’s shock choice isn’t maximised for endless downhill runs but instead strikes a conscious balance between support, weight and packaging.
Specialized also stay at the very top level with the rest of the spec. Shifting is taken care of by a SRAM XX Eagle AXS Transmission drivetrain, but instead of running independently it’s wired directly to the main battery. In everyday use that’s convenient because you don’t have to worry about a separate drivetrain battery – though it also reduces some of the emergency flexibility you get with completely independent AXS setups. The Levo also features the incredibly fast and wireless FOX Transfer NEO dropper with 200 mm travel. That means you can’t swap batteries between components here either.
For braking, Specialized also rely on SRAM Maven Ultimate stoppers, exactly what you want on a bike like this, and even fit a 220 mm rotor at the front. That’s a clear statement in terms of heat resistance and consistent power – especially when the bike is pushed hard in a race-oriented setup.
The S-Works Levo 4 rolls on Roval Traverse HD carbon wheels. They offer very precise handling and a direct steering feel. But once again, carbon wheels in racing always require a bit more attention when it comes to line choice, tire pressure and impacts – not because they’re automatically fragile, but because carefree durability is often easier to achieve with aluminium in a race environment.
Beyond the major components, the Levo showcases Specialized’s typical attention to detail: tidy cable routing, sensible protection solutions and even a small storage compartment above the battery. There’s also a SWAT multitool integrated into the headset – a detail that’s genuinely useful in everyday riding and might even save the day in the worst case. And if you like to fine-tune your ride, the High/Low flip chip at the shock yoke and the Short/Long flip chip in the chainstay offer two additional ways to adjust the handling.
Overall, the Specialized S-Works Turbo Levo 4 feels less like a pure race machine and more like a deliberately sporty all-round package: slightly less travel, more agility, an extremely strong motor, an excellently integrated control concept – and with the quickly removable 840 Wh battery exactly the feature that often matters more in race-oriented riding than any number on a spec sheet.
The UNNO Mith Pro with the Avinox M1 motor system
The UNNO Mith Pro is the clear outlier in this shootout: a boutique bike with an extremely slim silhouette and a motor system that has seriously stirred up the eMTB world since its launch. Despite its permanently integrated 800 Wh battery, the bike tips the scales at just 21.8 kg in size S2 and comes with 170 mm of travel up front, 160 mm at the rear, plus a mullet setup – exactly the recipe that makes sense for fast, rough stages. Priced at € 11,895, it’s significantly cheaper than the Yeti or the Specialized, without feeling like a budget build anywhere.
The elephant in the room is, of course, the Avinox M1 motor system – not because it doesn’t work on the trail (quite the opposite), but because depending on the event and regulations, it currently isn’t eligible to start everywhere. For our comparison, that’s mainly a matter of context, because from a technical standpoint the system delivers exactly the kind of performance you’d expect from a race-oriented eMTB: 120 Nm of torque and up to 1,000 W peak power. But what’s truly impressive about the Avinox system isn’t the raw numbers – it’s the as-yet unrivalled control and modulation of the power, plus pleasantly quiet, composed behaviour with strong drive even when you’re grinding up steep ramps at low cadence.
When it comes to the battery, UNNO play the same card as Yeti: the 800 Wh battery isn’t removable – also not ideal for classic race logistics with spare battery swaps. However, the Avinox system counters this at least with a very practical fast-charging approach. The supplied 12-amp charger fully charges the battery in around 145 minutes, and a longer lunch stop can be enough to regain a solid amount of range. Especially for training or test days, that’s a real lever – even if it doesn’t completely replace the option of swapping batteries.
On top of that, you get one of the strongest integration and control solutions currently available on the market: a 2-inch OLED display in the top tube, touch operation (even works with gloves), two wireless handlebar remotes, a USB-C port to charge your smartphone or bike computer, and an app with GPS tracking, alarm function, ride data analysis and fine-tuning of motor behaviour. That’s not just “nice” – it’s genuinely useful in sporty riding scenarios because you can tailor your support precisely to the trail and your goal (pace vs. range).
In terms of suspension, the Mith Pro fits perfectly into the race framework of this shootout: the combination of a FOX 38 Factory fork with GRIP X2 damper up front and a FOX FLOAT X2 shock at the rear ensure extensive adjustability, including high- and low-speed rebound and compression, plus a climb switch. Compared to its predecessor, UNNO tackled several criticisms head-on: better shock access, larger and more robust rear-end bearings, and far more sensible cable routing via integrated cable ports instead of through the headset.
The surrounding components are just as consistent, with a clear focus on function over show: SRAM X0 Eagle AXS Transmission drivetrain, SRAM Maven Silver brakes with 200 mm rotors front and rear, and a OneUp V3 dropper post with 210 mm of travel. However, the UNNO also rolls on DT Swiss carbon rims. In return, the new DT Swiss DEG DF system is integrated into the hub, which can reduce pedal kickback in three settings and gives the MITH even more traction at the rear.
The race
For our test, we deliberately combined different scenarios to find not only “a fast bike” but also to simulate a real race. With three testers, we first did classic back-to-back runs on a track in the Bikepark Brixen that we’ve known extremely well for years. This allowed us to dial in all bikes, eliminate small issues and ensure there would be no surprises later when we started pushing the limit.
In the next step, we wanted to get more precise and organised our own small race. However, we didn’t rely on smartphones or GPS logs – instead, we used precise and reliable professional equipment. For timing, we used a SPORTident system, the same type used in the EDR. Each rider was given two transponders as a safety measure to rule out measurement errors. Since an eMTB race inevitably includes a fair bit of climbing, we built two very different uphill sections into our race: one steep, technical climb where traction, modulation and a controllable motor overrun matter – and one fast climb where the bikes were sometimes brushing up against the 25 km/h limit or even exceeding it.
For the timed downhill, we deliberately chose a track that includes everything that defines a modern race run: flowing berms, short sprints, hard braking zones and very steep, technical sections where suspension, geometry and, above all, a good riding technique gain more time than any additional Newton metres ever could. Important: if there was a serious riding mistake in a run, we repeated the attempt. We weren’t interested in who “survives” best, but in producing the cleanest possible bike times.
And because a bike doesn’t just have to work on one test day, all three candidates were also ridden on our home trails for several months – before and after the Brixen test. This allowed us to factor everyday impressions, setup tolerance and long-term feel into the assessment instead of comparing only snapshots from a single bikepark setting.
What factors matter for a race eMTB?
A race eMTB isn’t built by piling on bling parts and stamping “race ready” on the frame – what really matters is that the bike and motor system work together as a complete package. The foundation has to be right: a frame that puts you in a stable, confident riding position when you really want to push on the trail, and geometry and kinematics that make the bike not only intuitive but also fast and energy-efficient.
Equally important is a suitable spec that supports the bike’s intended use: powerful, consistent brakes, robust wheels, tire choice that doesn’t beg for mercy after two runs – and components that will still get you to the end of the trail in an emergency. And of course, the motor system needs to be not only strong but, above all, cleanly controllable. Because you don’t win races with the highest number on the spec sheet – you win with traction, timing and predictable support, especially on technical climbs and in changing grip conditions.
At the same time, you have to be honest: depending on which races you want to enter, regulations and approvals can matter more than you might initially think. So if you’re truly planning on official events, you shouldn’t look at motor power and battery capacity alone – you should also check the relevant rules and framework conditions before buying, so your dream bike doesn’t end up being a spectator due to a formal detail.
The bike’s character
One aspect is often underestimated with race eMTBs: racing or pushing for fast laps at the limit is tough enough as it is – the bike shouldn’t make it harder. Ideally, the bike feels natural from the very first run, with intuitive handling and a balanced character, rather than demanding constant input from the rider. In practice, that means a central, relatively low, confidence-inspiring riding position that doesn’t require you to constantly move forward or back just to keep enough pressure on the front or rear wheel.
. If you’re constantly fighting weight distribution in corners or rock gardens, it doesn’t just cost time – it also costs energy, and that runs out faster on descents than you’d like.
The character of the rear suspension is just as important. Of course you need reserves when it gets rough and impacts get bigger. But at the same time, you need enough support so you can actively push through small rollers, compressions and berms without the bike swallowing every input and wasting your energy. The best race eMTB is therefore not the “plushest” or the “stiffest” – it’s the one that gives you support when you need it, while still delivering traction and control when the trail gets chaotic.
The right spec
Spec matters in a race context more than many people realise. A strong suspension platform that can be sensibly adjusted to a wide variety of riding styles and tracks is essential – because a setup that works on your home trail can suddenly be completely off on a different stage. At the same time, you need robust components. After all, you want to finish the race – not constantly wondering whether the carbon rim will survive the next line. And let’s be real: the occasional crash is hard to avoid entirely when riding at the limit.
That’s exactly why many bikes aren’t perfectly “race ready” for this kind of use straight out of the box, but benefit from targeted upgrades. Not because manufacturers spec bad components, but because every rider has different demands – and because under hard use it quickly becomes obvious what truly works. We also got hands-on with all the bikes, swapping tires and cockpits to make the candidates comparable and at the same time better suited to our use.
A particularly valuable helper in a race setup is an electronic dropper post. At least the current models from RockShox and FOX respond extremely quickly and can be adjusted very precisely. Especially when riding uphill, that’s worth its weight in gold: you can adjust your saddle height in fractions of a second and adapt your seating position to the rear-wheel grip level – without losing your rhythm.
The motor system and the software
On paper, performance seems easy to compare: 120 Nm here, 100 Nm there, 1,000 W peak versus 750 W. Sounds clear. But it isn’t. Because on technical, demanding climbs, what decides the outcome isn’t maximum power, but how controllably you can access it.
Yes, you want power in racing – no question. But that power only helps if it actually makes it to the ground efficiently. And that’s exactly where the race context separates the wheat from the chaff. A motor that kicks brutally but pushes you wide in tight switchbacks, spins the rear wheel on slippery roots, or reacts too slowly or too aggressively when restarting, costs you time – not because it’s too weak, but because it forces you to ride more defensively.
A good example is the Bosch CX-R in the Yeti LTE T4. On paper, at 100 Nm it delivers less torque than the Avinox system in the UNNO, which clearly wears the performance crown with 120 Nm and up to 1,000 W peak. Still, the Bosch feels significantly harder to control in direct comparison. Especially in Race mode, it kicks very aggressively. That can make sense on straight ramps and fast sprint sections, but quickly becomes a problem on technical climbs. In tight segments, the assistance often kicks in too abruptly and with little sensitivity. On slippery ground or at low pedalling cadences, starting off from a standstill becomes a small leap of faith – either too little happens, or suddenly far too much. You can tame the Bosch via the app, but the fundamental character remains the same, and software-wise the competition is clearly ahead. It shows once again: software is at least as important as hardware.
The Avinox system of the UNNO plays its biggest strength here. Despite significantly higher peak performance, it feels more controlled, more predictable and, above all, easier to modulate. Assistance builds more harmoniously, remains calculable even at low cadence and lets you work much more precisely with rear-wheel grip in technical sections.
The S-Works 3.1 system of the S-Works Turbo Levo 4, at 111 Nm, delivers nominally more torque than the Bosch CX-R, but remains clearly below the Avinox system’s performance level. Especially in terms of peak power, it simply lacks a bit of punch in direct comparison, though there’s now also a software update that bumps power to 850 watts. What the Levo system does extremely well, however, is modulation. Assistance builds harmoniously, responds sensitively to cadence and rider input, and can be controlled very precisely in technical terrain. Tight switchbacks, boulder sections and rooty, steep climbs can be negotiated in a clean, predictable fashion – far less stressful than with the aggressive character of Bosch Race mode. Starting off works in a controlled manner, and the motor overrun feels natural rather than over-eager.
In direct comparison, the Specialized system is therefore clearly more controllable than the Bosch CX-R in its sharpest setting. It feels calmer and demands less corrections from the rider. But: when it comes to really making up time on open uphill sections or longer power climbs, the Levo simply lacks that last bit of shove. Against the Avinox system, it can’t counter on long full-gas ramps or very steep, high-traction climbs. There, the higher peak power and enormous torque of the Avinox become clearly noticeable.
The battery
In racing use, the battery isn’t just about range – it’s mainly about strategy. Removable or permanently integrated: this question can be decisive depending on the race format. Because in many official events, a battery swap is allowed or even necessary when multiple stages and transfers are ridden back-to-back. If you can’t swap quickly, you’re at a logistical disadvantage – regardless of how large the capacity looks on paper.
The Specialized S-Works Turbo Levo 4 plays its strength here. The 840 Wh battery can be removed and swapped within seconds. In the paddock or on intensive test days, that’s a real advantage. On top of that, you can also run a 600 Wh battery, which saves weight and noticeably changes handling. Less mass in the downtube means a more agile ride feel, quicker direction changes and slightly less inertia – a point that shouldn’t be underestimated on tight, technical stages.
UNNO and Yeti both rely on permanently integrated 800 Wh batteries. That brings structural advantages in terms of frame stiffness and integration, but limits you in terms of race logistics. No quick swap at the van, no backup battery for the worst case. If official races are on your calendar, that can become relevant. In return, UNNO and Specialized score points when it comes to fast charging. Both motor systems allow you to regain significant range in a relatively short time – extremely practical for training sessions, test days or stages with longer breaks. That partly offsets the missing battery swap option. Bosch, on the other hand, doesn’t offer a fast-charging solution in this comparison. You’re stuck with long charging cycles, which is less flexible in a race environment.
The size of the charger matters too – at least if you’re travelling a lot. A compact fast charger is easier to stow in a backpack than a bulky brick. In classic racing use this is less critical because infrastructure is usually available. For private racers or ambitious training days, it can be relevant. Here, the Avinox charger is significantly more portable, because the Specialized fast charger is not only very large but also extremely heavy at over 2.6 kg.
Battery position is another factor that’s often underestimated. An eMTB battery is heavy, and its centre of gravity massively affects handling. If the battery sits low and centrally in the frame, the bike feels calmer and more controlled, especially at high speed or in rough sections. If the weight sits higher or shifts further forward or back, the balance changes noticeably. In our test, it was clear: good integration makes a difference – not on the spec sheet, but in fast direction changes, when tipping into corners and when actively pumping through rollers.
Ultimately, capacity alone doesn’t win races. What matters is how flexibly you can manage your energy – whether through battery swaps, different battery sizes or fast recharging. And it’s just as important how well that heavy energy storage is integrated into the bike. After all, what good is extra range if handling suffers?
Our conclusions: analysis & results
Now to the decisive point: what did the timed stages say – and where were the real differences?
| Average of all testers in the respective segment | ||||
| Segment | Yeti LTE | UNNO Mith | Specialized Levo | Pivot Firebird |
| Tech Uphill | 65.33 s / -3 % | 62.00 s / -7,9 % | 67.33 s / 0 % | – |
| Flow Uphill | 57.00 s / 0 % | 51.33 s / -9,9 % | 56.33 s / -1,2 % | – |
| Downhill | 87.33 s / -1,5 % | 86.67 s / -2,2 % | 88.67 s / 0 % | 87,33 s / -1,5 % |
*Based on the percentage, you can see how much faster each bike was compared to the slowest bike in the respective segment. We used the average times of all three testers. For example, the UNNO is 7.9 % faster in the technical uphill than the Specialized Levo.
If your focus is clearly on maximum uphill performance, there’s currently no way around the Avinox drive. Both on the technical climb and on the faster, flowier uphill, the UNNO Mith Pro was by far the fastest bike in the field. And that despite the fact that, purely as a bike platform, it isn’t the best climber. The geometry is clearly aimed at descending, the bike sits planted and deep in its travel, which can feel demanding uphill. But that’s exactly where the brutal strength of the Avinox system shows: the motor can override that character. Enormous power combined with very fine modulation ensures you generate constant drive even on steep, rough ramps.
Important: if you want to race officially, you have to keep an eye on regulations. Because as strong as the Avinox drive is – if it isn’t eligible, the best uphill time won’t help you.
It was also interesting to see the differentiation between our two uphill sections. On the fast, more flowy climb, weight was clearly a decisive factor: the lightest rider was consistently the fastest, the heaviest consistently the slowest – regardless of the bike. Here, system weight and total mass play a noticeable role, especially when you’re riding close to the 25 km/h limit and the support even starts to taper off.
On our technical uphill, however, the picture was very different. Rider weight played a much smaller role. What really mattered was modulation, traction and, above all, riding technique. Riders with a steady pedalling cadence, clever line choice, and an active approach to unweighting the rear wheel could make up time – regardless of a few extra kilos. And once again, the Avinox system had the advantage here because it delivers power in an extremely controllable way.
As soon as things went downhill, the focus shifted significantly. On descents, the 25 km/h limit is reached quickly – and at the latest then, motor power no longer matters. Here, the bike itself decides: geometry, kinematics, suspension performance, weight distribution and the overall feel at high speed. And here too, the UNNO Mith Pro – with its strong downhill DNA – had the edge. But only by a very, very small margin. Differences were minimal and sometimes in the tenths-of-a-second range. The Yeti LTE T4 was almost always in second place and in the downhill was sometimes exactly as fast as the Specialized S-Works Turbo Levo 4. The Levo itself showed extremely consistent performance but usually sat just a hair behind the Yeti.
Overall, all test riders were fastest on the UNNO on both climbs and descents. The Yeti regularly won the uphill comparison behind the UNNO and ended up very consistently in second place overall. The Levo was especially competitive on the descent but couldn’t quite keep up with the other two on the climb.
And then there’s our analogue reference bike: the Pivot Firebird. In the downhill, all testers were either exactly as fast on the Firebird or only minimally slower than their respective quickest eMTB times. But they weren’t faster on the analogue bike than on an eMTB either. Because what you gain in tight and technical terrain, you often lose again when sprinting out of corners – where motor assistance delivers extra punch. The myth that eMTBs are automatically slower downhill can’t be confirmed in this test.
On the contrary – the best race eMTB in our setting was minimally faster than the best analogue enduro bike 2026.
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Words & Photos: Peter Walker