Stelvio hits a new high
Adventure-ready Guzzi offers a different take to power-packed global tourers
Take the really rather handy V100 Mandello, attach a larger front wheel and some knobbly bits, and you have the Stelvio: Moto Guzzi’s new adventure bike.
Sharing its 1042cc liquid-cooled V-twin and most of the major parts with the V100 means the Stelvio has a similar feel. However, it is different, with a more adventurey nature from the 19in front wheel and blocky rubber, raised handlebar position, and the protection from its electric screen.
And it’s good. Very good. The engine is willing and distinct, the handling is capable and reassuring, and it’s extremely comfortable. But while it’s as good as the rivals in most areas, what it isn’t is clearly better in any specific area. There’s proven competition in the 900 to 1100cc adventure bracket, too. Honda’s Africa Twin has a more polished overall feel (and a better ride in electronic-suspended Adventure Sports guise); Ducati’s Multistrada V2 has a sportier air and classier feel to its display and electronic extras; and you can get more toys and fancy bits for your money with Triumph’s Tiger 900 range. And that’s before we look at the Suzuki V-Strom 1050DE, or the new BMW F900GS.
With 170mm of wheel travel from its rear KYB monoshock (with handy preload knob) and lamppostlike Sachs 46mm forks, the Stelvio promises ability in the dirt. But this is an adventure-tourer rather than a dual-purpose tool and is clearly set up for the road. The ride is on the firm side of comfortable.
Handling is taut, and the Guzzi has the steering response, manners and control of a modern roadster. There are two extra front engine mounts compared to the V100 and reinforcements to the steering, to make the Stelvio adventure-ready.
The wheelbase is a couple of inches longer than the V100, and the swingarm is made from thicker
‘The engine is willing and feels distinct’
material to increase rigidity. They’ve reinforced where it hangs from the back of the engine too.
The brakes are as good as you’d expect: decent initial bite, ample power and feel, and the reassurance of decent cornering ABS.
Our dirt testing is limited to a quick trundle across some gravel. The Stelvio is like any other large adventure bike with dual-purpose tyres – sort of all right, with a sense that it’ll absorb all this easily enough and a riding position that’s decent when you’re standing up trying to look like you know what you’re doing. But I’m sure you could pop blocky tyres on a Ninja 1000SX and it’d also cope as readily with such easy-going ‘off-roading’.
Guzzi’s eight-valve liquid-cooled V-twin is thoroughly modern. With a claimed 113bhp at 8700rpm it stands nose-to-nose with the likes of Ducati’s Multistrada V2 and Yamaha’s Tracer 9, and is plenty brisk enough. Drive increases the harder you rev it.
It’s still flexible though, thanks largely to close gear ratios. The Stelvio will tease through town in a tall gear, and on tight roads is as happy being stretched in second gear as lugging in fourth or fifth.
There are changes to the gearbox compared to the V100, with redesigned gears and a revised shift and a new anti-hopping clutch. It all works cleanly, as does the optional two-way quickshifter (although this isn’t too keen on shifts at very light load). And because it’s a Guzzi, it clunks loudly when you tap it into first gear. Wouldn’t want it any other way.
There are five riding modes: Off-road, Rain, Tour, Road and Sport, which adjust the throttle response and power delivery, as well as altering the standard-fit cornering traction control and ABS, plus the engine braking regulation. Differences are noticeable: in Sport the bike’s responsive and keen, without feeling snatchy, and in Tour becomes super-smooth.
Value is decent. The Stelvio’s performance, capabilities and spec are right for the price, plus you’re getting that desirable tank badge.