Setup

Getting the Kenevo SL set up was trickier than I expected, but not because of the impressively adjustable geometry. Dialling in my preferred figures, which meant setting the bike to its long, low and slack settings, was easy using the supplied headset cups and chainstay flip chips.

The suspension proved trickier to dial in. Specialized recommends 18mm of shaft sag for the shock, equating to roughly 29 per cent. Starting with 95psi and 235psi in the fork and shock respectively, I struggled with balance; the bike tended to encourage a less than ideal over-the-back position.

Decreasing pressures incrementally, I ended up with 85psi in the fork and 215psi in the shock with all damper adjustments fully open, bar the fork’s low-speed compression, which was set to plus three clicks from open.

After puncturing the stock GRID Trail casing rear tyre on one of my first testing sessions, Specialized upgraded it to a GRID Gravity version.

Specialized Turbo Kenevo SL 2 Expert climbing performance

Given the travel figures and gravity-focused intentions, the Kenevo SL 2 should have a relaxed, sit-up-and-beg position on the climbs.

While this is true when you’re cruising up a fireroad – the Kenevo’s hand-to-sit-bone weight balance is relatively neutral – it’s less even when tackling steep, technical singletrack climbs.

A slack-feeling seat tube angle – exacerbated by a limited seatpost insertion depth – and long 640mm (size-large) top tube, plus a 50mm stem, give the bike a stretched seated feel.

Despite the long 447mm chainstays, most of my weight was frequently perched over the rear axle rather than over the bike’s centre.

With your shoulders lower than usual and a high backside, it creates an elongated body position, causing you to hunch your back.

Your ability to move dynamically between the bar and saddle is limited; much of your body’s articulation is used up compensating for the bike’s geometry.

Tackle a technical section where you need to shift your weight over the bar or further rearward, and there’s little scope for extra movement.

Despite my best efforts to ride proactively, I felt very passive on the Kenevo; the front wheel would bump up and over roots and rocks on steeper gradients, lifting into the air frequently.

A chunk of this squandered control can be regained with some setup choices; pushing the saddle forward in the clamp and angling it nose-down helps, as does dropping the seat’s height when you get to a technical section of uphill trail. But these are just sticking plasters rather than solutions.

Motor performance and battery life

The second part to the Kenevo SL’s puzzle is the motor. While 50Nm and 320W isn’t to be sniffed at, it doesn’t feel particularly punchy when gradients steepen.

Whether you’re grinding or spinning, the power on tap doesn’t equate to a free dinner; you must work hard for your descents.

Whether you want to ascend at pace or ride with a group of pals on full-power eMTBs, you’ll either be coughing up a lung or left bobbing about in their wake.

Even set to maximum assistance, it’s not as punchy-feeling as your legs wish it would be.

I struggled to crest super-steep obstacles easily and confidently; my legs had to work overtime to get up and over anything remotely challenging.

This would be fine if all your body’s resources were put into powering the bike forwards, but a load of your oomph is locked up compensating for that geometry.

On a full charge, using exclusively 100 per cent assistance, I managed to scrape 1,000m of ascent over 30km of riding out of the 320Wh battery.

If you’re looking for more battery power, an optional 160Wh extender can be fitted, lifting overall watt-hours to 480.

Fortunately, when you run out of juice, the 32t chainring means you can continue to spin rather than grind up ascents, and the suspension is bob-free unless your pedalling rhythm is particularly erratic.

Specialized Turbo Kenevo SL 2 Expert descending performance

Almost everything is forgiven when the Kenevo SL points downhill.

The rear suspension steals the show, absorbing every type of bump you encounter.

Small imperfections, roots and rocks are almost completely neutralised; the back end tracks the ground with carbon-copy like perfection.

Increase the bump size and it’s the same story. Launch into chunky chunder, braking bumps or giant square edges and the Kenevo is keen to enter its mid-stroke, maintaining grip and control.

But the suspension isn’t greedy; it doesn’t dive towards its bump stop at every opportunity. Instead, progression builds steadily and smoothly to soft-touch full travel.

There’s plenty of support too; pushing, pumping and driving the bike into the terrain doesn’t feel sluggish and unresponsive. The amount of effort you put in is equal to increases in speed.

It tracks lines across cambers without wincing; you point, it shoots. But if your aim is skewed and you end up off-line, it goes above and beyond to salvage mistakes; the suspension, geometry and overall feel combine to create immense capability.

The descent-focused geometry has a reasonably well-balanced hand-to-feet relationship; your body – for the most part – is central on the bike, and weighting the front and rear wheels can be done at a whim.

However, it rides best when you’re actively seeking performance. Get your weight forwards and low, aggressively pump the terrain, and ride as though you’re racing and there’s seemingly no limit to the speed or terrain types it can handle.

Turn the dial back from 11 and it’s comfortable and calm, but weighting the front wheel when you’re just cruising can be tricky because of the long front-centre (851mm) and slack head angle.

If that’s a regular issue for you, consider installing the zero or minus one-degree headset cups.

The Mahle motor is quiet when freewheeling – unlike the Bosch Performance Line CX and Shimano EP8 – as is the SRAM Transmission GX drivetrain.