The new Yeti LTe takes the 160e’s race-winning performance and brings it up to date with refreshed geometry, the Bosch CX (or CX-R) drive system, and new complete builds. While this updated full-power eMTB may be launching today, I was lucky enough to get my hands on a pre-launch test bike several weeks ago. If you’re interested in diving into the details, you can learn more in our Yeti LTe launch article that posted earlier today.
When I got the LTe, I was sidelined for a bit with a broken rib, but in the past couple of weeks, I’ve been able to put some proper miles and vertical on it to see how it performs. I’ve been sessioning some of the steepest, roughest, and longest descents — that I’m willing to ride, anyway — in the Reno/Tahoe area. With its updated geometry, the high-performing Bosch CX drive system, and the T3 XO build, this is easily one of the most capable, confidence-inspiring, and fun eMTBs I’ve ridden recently, and possibly ever.
Yeti LTe T3 XO Transmission Build
The folks at Yeti were kind enough to send me the LTe with the mid-range T3 XO Transmission build. This build is super nice and already plenty expensive at $12,900. I couldn’t possibly afford this bike, and I can’t really understand why anyone would pay $2K more for the T4 XX build ($14,900) — other than to look cool with the Podium inverted fork and XX drivetrain bits. Kudos to you if that’s your thing.
Still, with the T3, you can keep $2,000 in your bank account, and you’re still getting a Fox 38 Factory fork, Fox X2 Factory shock, Maven Silver brakes, DT Swiss HXC1700 carbon wheels, and SRAM XO Transmission drivetrain. The rest of the kit is dialed, too, with the Reverb AXS wireless dropper (200 mm on my large test frame), a comfy WTB Solano saddle, a Yeti Carbon Riser handlebar, and a set of Schwalbe Radial tires. This build really leaves nothing to be desired, for me anyway.
My size large test bike weighed in at 51.8 pounds. That’s not light, but respectable for having a full-power motor, 800 Wh battery, and burly build. My primary, or only, I guess, complaint about the LTe frame/build is that small rocks keep working their way into the downtube/battery cover and rattling around inside. They are easy enough to remove, but annoying nonetheless.
Yeti LTe Ride Impressions
This year, I’ve been pretty lucky to get to test a wide range of bikes. Among those, eMTBs are the least numerous by far, with just the Specialized S-Works Turbo Levo 4, the Norco Range VLT, and now, the Yeti LTe on my list. Still, that’s a pretty good spread of bike brands and styles, with the LTe landing almost squarely in between the Levo and the Norco in terms of suspension travel and intended use.
I’m not the rowdiest rider around, but I’m pretty capable and enjoy testing my limits on steep, aggressive trails when I’ve got the right bike for the task. Turns out, that’s exactly what Yeti made the LTe for, so off I went to rip laps on some of the more challenging climbs and descents in my area.
Climbing
The LTe is clearly a descent-focused bike, but like any good modern eMTB, it climbs like a bat out of hell if you want it to. Obviously, the motor system is a huge factor, but Yeti did a fine job with the geometry and suspension so that it’s comfortable and capable of scrambling up those impossibly steep climbs that are only possible on an e-bike.
First, the LTe’s updated geometry is a great fit for me. The 485 mm reach on the large frame is spot on for my lanky arms, and when paired with the 78-degree effective seat tube angle, increased stack, and Yeti Carbon Riser handlebar, it puts me in a very comfortable climbing position. From mellow trail approaches to properly steep you-can-only-make-that-in-turbo pitches, I’ve yet to find a situation that feels out of place. The WTB Solano saddle is among my favorites, too.
Second, the LTe is a big bike with relatively slack geometry, but it’s not totally unwieldy. Sure, it’s best at blasting up steep fire roads with reckless abandon and a head of steam, but I was pleasantly surprised by its maneuverability. The long and slack nature of the bike doesn’t scream agility, but I’ve been able to negotiate some seriously sharp switchbacks and very technical pitches far better than expected. The pedal-assist power plays a role, of course, and the Bosch system delivers with measured power output that helps you maintain traction and control. Sixifinity deserves a nod here as well, as its tuned anti-squat is supportive and calm under pedaling power without feeling harsh.
Third, the Bosch CX drive system is awesome. It might have a little bit less torque than the latest S-Works 3.1 or the DJI Avinox motors, but it’s still plenty powerful. With four levels of customizable pedal assist, everyone should be able to dial it in to their exact preferences. Tuning the motor through the Bosch Flow app isn’t quite as easy as Specialized’s app, but it’s still pretty dang easy. On my second ride, I perfected the LTe’s motor tune for my needs, and haven’t needed or wanted to touch it since.
Yeti LTe: More Than a Race Bike?
Yeti definitely bills the LTe — and the 160e before it — as an e-EWS race-ready bike. While I’m sure it’s well-designed for the task and it has already proven itself on the world stage, this isn’t just a niche race bike. This thing is an absolute ripper that’s a great option for anyone who frequents aggressive terrain and likes to push their limits. In my relatively limited experience, I’ve become a big fan, and I’ll probably never enter an e-enduro race.
But for as big a fan as I’ve become, I’ll also be quick to recognize the LTe isn’t the most versatile or a great fit for everyone, nor is it intended to be. If the words steep, rough, and fast are not in your regular trail or route descriptions, you might want to look elsewhere — perhaps even the mid-travel, mid-power Yeti MTe. But if they are, look no further, or at least look at the price tag.
Price is undoubtedly a major consideration, as Yeti bikes aren’t exactly synonymous with value, and numerous factors continue to drive prices in the bike industry ever higher. I won’t claim that Yeti’s LTe prices are budget-friendly, but they are strikingly similar to those of other high-end brands these days. Heck, the $20,000 Specialized S-Works Levo 4 LTD makes just about every other bike look affordable now…
Like most high-end bikes of any kind, if it suits your riding style and you’re willing and able to afford it, I highly doubt you’ll be disappointed by the new LTe. I’m certainly not. I just hope they’ll let me keep riding it for a little bit longer.
