Revival of Moto Guzzi Stelvio: A new contender in adventure touring
I would completely understand if someone bought the Moto Guzzi Stelvio just for the engine. The Italian motorcycle has strong cards in its hand, but the competition is immense.
I press the starter button. The two-cylinder, 1,000 cc engine starts immediately. The Stelvio shakes from side to side. I shift into first gear, accompanied by an unnecessarily loud "KLANG", which even the driver in the neighbouring car can hear. I move off.
The Stelvio returned to the lineup after years. In 2017, the model couldn't meet emission standards, forcing it out of the market. The new Stelvio was designed alongside the V100 Mandello, which, as the first production motorcycle, has active aerodynamics. However, while the Mandello is meant to be a universal motorcycle, the Stelvio was immediately designed as an adventure tourer segment model.
Just look at the 48-centimetre front wheel. Brand representatives have stated it's the maximum size available, as they are not interested in diverting customers from the more off-road Honda Africa Twin. The Italian motorcycle is to have its own niche.
The 1,000 cc unit, used so far only in the V100 Mandello, has a characteristic raspy sound. It's also surprisingly flexible. Although the full 104 Nm of torque is available at around 6750 RPM, in practice, in the city, you can shift into third gear and forget about changing gears. This is partly due to the short gears. Notably, at around 5000 RPM, vibrations appear on the handlebar and footpegs. This occurs at a speed of around 130 km/h. With a fuel tank capacity of 25 litres, we can travel about 400 kilometres.
The Stelvio has an electrically adjustable windshield, which does not seem quite well mounted. In the lowest setting, the air hits me at shoulder height, and in the highest, at that last inch of the helmet (I'm 180 cm tall). However, the position is comfortable, and contrary to expectations, the knees do not touch the cylinder heads. Thanks to the comfy seat, it's possible to ride through the entire tank "at once" without pain. The seat itself is at a height of 83 centimetres, and I missed just a bit to touch the ground comfortably. And it's undeniable that the Stelvio has some weight – exactly 246 kg with fluids. But hey, we have the Cardan shaft.
Theoretically, one could go wild off-road with the suspension travel at 17 centimetres. But look at the slightly longer wheelbase than the Mandello and the fact that Michelin Anakee tyres are primarily designed for tarmac (and only "manageable" off-road); it's better to stay on firm asphalt. There’s even an appropriate riding mode for each condition – one of five, including differences in ABS operation or throttle response. The Stelvio feels at home in curves and eagerly leans into turns.
Standard features include LED lighting with cornering illumination, cornering-sensitive ABS, cruise control, and handguards. Options include a tyre pressure sensor and quickshifter.
But that's not all: there's also the PFF version. In this case, we get, for example, blind-spot detection or lane-change assist. Optionally, adaptive cruise control can be added to this.
On paper, everything adds up: We have a new platform, a charismatic engine, and great comfort. However, we also have enormous competition: the BMW F900 GS Adventure, Honda Africa Twin, Triumph Tiger, Suzuki GSX-S1000 GX, or even the V-Strom or Yamaha Tracer 9.
Choosing a model in this segment has never been more challenging. The more options, the worse it gets. One could say it’s easier to choose a model with your heart than by looking at dry technical specifications. And in this category, Italian brands have always had plenty to attract customers.
