Moto Guzzi Stelvio: Old School Cool For The Modern World

The shaft drive is now on the rider’s left, connecting to the engine block much lower than on previous models. This change removes much of the suspension reaction caused by torque transfer, making for a smooth ride both on and off the throttle.

The 1042cc four-valve per cylinder motor produces 115bhp (86kW) of power and 105Nm of torque. But it is the power curve that is most impressive, with 80% of the power and torque coming on song at just 3,500rpm. Max power is at 8,700rpm with max torque delivered at 6,750rpm.

Liquid cooling and a centrally mounted radiator replace the traditional air cooling, although the cylinders still have fins. The inlet and exhaust valves have rotated 90 degrees, with the inlets now under the tank and between the cylinders.

The engine looks the same and, at first glance, is a traditional Moto Guzzi, but it is a total redesign and an absolute delight to use in both the Mandello and the Stelvio.

The Shaft

Perhaps the Stelvio’s most significant development is the lack of “shaft jack”. Shaft effect – Wikipedia

Under acceleration, Newton’s third law states that trying to turn the wheel forward exerts a reactionary force against the drive mechanism, causing the rear to pitch up or down, adversely affecting the bike’s stability.

Yet somehow, Moto Guzzi has worked miracles—or changed the laws of physics—and made the shaft jacking all but disappear.

Rolling on and off the throttle between 3,000 and 5,000 RPM, the attitude of the Stelvio is all but constant. There isn’t any change in pitch, resulting in the ability to get heavily on the herbs when exiting a corner without fighting the weight distribution changes.

Fuelling

It is so good that it almost went unnoticed. I couldn’t find any lumps, bumps, or emission-flat spots. It is smooth around town at sub 30mph, and thanks to 80% of the torque being available at 3,500rpm, twist the grip, and the Stelvio takes off.

At an indicated 80mph on a motorway, the computer tells me it is drinking an imperial gallon every 50 miles and averaging 48mpg.

Suspension

The first time I rode across a patched-up road surface, I thought I would lose my fillings. Out of the box, the partially adjustable suspension is as supple as an iron rod. The Stelvio may track a corner perfectly with the suspension set this way, but it would be impractical for everyday use.

Starting with the rear, I took three clicks of preload out, and the back end felt like a marshmallow. Putting two clicks back in returned me to the harsh ride I’d started with.

Taking half a turn of front preload out helped. The front has a little more flex this way and isn’t reacting so dynamically to each change in the road surface. Getting the suspension dialled in takes a little time but is worth the effort.

After a few hours trying different combinations, I had the Stelvio tracking corners and delivering an acceptable ride on a patchwork backroad. Nonetheless, if I was going to live with the Stelvio long term, a more progressive shock would be high on my list of aftermarket improvements.

Aerodynamics

I often read complaints about screens that can’t be adjusted while moving. I don’t understand that problem. Once I find the setting that works for me, my need to adjust the screen goes away.

If the screen is poorly designed, causing the airflow to slap me stupid, there are plenty of aftermarket options available. We shouldn’t have to change screens, but sometimes, it is the only answer (Hello Yamaha).

Thankfully, the Moto Guzzi Stelvio has neither of those problems. Perhaps the winglets on either side of the main screen smooth out the airflow; other than feeling the airflow a little on my shoulders and upper arms, the screen does an excellent job of protecting my upper body.

As the Stelvio comes standard with an electrically adjustable screen, I spent ten minutes playing around with differing heights, but I’ve not changed it since finding the perfect height for me.

That said, it’s a welcome luxury to position the screen exactly where I want it in the 70mm adjustment range rather than choosing from preset heights. Should I be possessed by the desire to change the screen position, all I need to do is push a button.

Ergonomics

Either the last person to ride the Moto Guzzi Stelvio or the designers were two meters tall, or they had very long arms.

In what I assume is the standard position, the bars are edging towards ape hangers, and the brake and clutch levers are at the wrong angle.

It isn’t a big issue and most likely something I’ve done on all of the longer-term test bikes I’ve been lucky enough to ride, but if the bars were in the standard position, Moto Guzzi’s version of standard is a little odd.

Once tweaked and set to a more accommodating position, the Stelvio became a great place to spend hour upon hour.

The seat felt too hard at first, but then I realised my backside didn’t ache when I stopped for fuel after 160 miles. The same was true when I got to my destination – 270 miles in total.

The cylinders did an excellent job of protecting my lower legs when the rain came. They will be a welcome addition to winter riding, but in summer, getting cooked while stuck in traffic is a possibility.

Electronics

Along with IMU, TC, and ABS, the Stelvio includes a collection of new acronyms for us to learn.

We now have Forward Collision Warning (FCW), Blind Spot Information System (BLIS) and Lane Change Assist (LCA) functions, coupled with Following Cruise Control (FCC) if you opt for this as an accessory on the PFF Rider Accessory Solution Model of the Stelvio.

The inclusion of so much technology did cause a difference in opinion in the office. Whereas no one disagrees with ABS and Traction Control, the abundance of other technologies raised the question of whether this encouraged riders to become lazy and rely on technology to do the job the rider should be doing.

I found the Blind Spot Information useful, but I never got out of the habit of shoulder-checking, mainly because of the “Italian” mirrors. [First rule of Italian driving: what is behind me is not my concern].

Would I get lazy over time? Would Following Cruise Control encourage me to daydream rather than read the flow of the traffic?

It is an interesting debate, the core of which seems to be that technology that helps me maintain control is a good thing. Technology that assists in riding the motorcycle isn’t as welcome.

If you click here there is a video of the blind Spot Radar in operation on our Facebook page.

As standard, the Stelvio comes with LED lights all around, cornering ABS, Moto Guzzi Traction Control, Cruise Control, five fully configurable riding modes (take note, Honda), a full-colour TFT, an electrically adjustable windscreen, hand guards, and a six-axis Marelli 11MP control unit.

You can then add Moto Guzzi MIA (mobile phone connectivity), an Up/Down Quick shifter, and TPMS (Tyre Pressure Monitoring System) if you wish.

If you choose the PFF version, you get the radar, which enables FCW, BLIS, and LCA, plus FCC (following cruise control) is added to the list of options.

The Ride

Specifications are one thing, but what matters is how the bike rides, and the Moto Guzzi Stelvio is an enigma. Each time I’ve taken it out of the garage, something hasn’t impressed me. Perhaps the Michelin Anakee tyres take too long to warm up, or perhaps it is the suspension that needs to get going.

Whatever it is, I always seem to start underwhelmed. Ten minutes later, I’m not thinking about any of those things and starting to enjoy myself. At the end of an hour-plus ride, I’m enthralled, can’t remember what I was irritated by at the start, and I need to stop before the Stelvio talks me into some very bad behaviour.

During the week that Moto Guzzi kindly loaned us the Stelvio, we planned to visit Scotland. However, 35 mph winds and two days of driving rain put an end to that plan, but not until I was two-thirds of the way there.

The Stelvio easily munches through motorway miles. It will easily cover 180 miles on a tank full and leave you enough in reserve to find somewhere to refuel and down a mug of tea. It is a great bike to cover long distances on less-than-engaging roads.

Typically, this means you are then on the wrong bike when you arrive at the twisties. Not so with the Stelvio.

Once warmed up, the suspension, although firm, does a decent enough job. I did notice a slight tendency for the rear to skip when I was hard on the superb Brembo brakes—complete with Brembo master cylinder—but other than that, the Stelvio was a willing and active partner when it came to getting places quickly via the backroads.

The suspension can be overwhelmed if you run through a succession of bumps. The forks have preload and rebound adjustment, whereas the rear has preload only. If you really want to make a Stelvio sing, include a trip to Maxton suspension in your budget.

This leaves only town riding to discuss, and considering the lump-free fuelling, there are only good things to say. The rear brake could be more positive. It feels as if there is air in the system. I did bleed it to see if I could get any air out of it, but I couldn’t make any improvement.

Classic Italian

Power, handling, and that unique transverse V-Twin, it all sounds perfect … well, almost.

The bright and shining shrouds on the exhaust pipes are held on with jubilee clips. The wires that power the BLIS lights in the mirrors are initially covered with a rubber sleeve around the base of the mirror stalk.

A “feature” of the petrol tank is its strange habit of spraying petrol back at you if you fill it too quickly. The rear brake, despite the Brembo components, has too much travel and only delivers a half-hearted performance. And first gear goes in with an earth shattering thump.

Despite sitting in the garage with a mug of tea, trying to think of things to moan about, that is all I have. It is not a list of faults, but more character-defining traits.

The Bottom Line

The Moto Guzzi Stelvio is defined by its differences and quirks. All motorcycles have them, but most manufacturers, rather than embrace them, succumb to the desire for (perceived) efficiency and perfection and try to flatten them out.

You can buy a BMW GS and join the thousands of others who have one. You could buy a Ducati and marvel at how much money you can spend on a motorcycle and servicing costs.

Or you can crank up some old-school cool and buy the Moto Guzzi. It is quick in the twisties and will cover the motorway miles. You can have it loaded with technology if that is your thing, and you won’t have to sell body parts to cover the bill when it is time to check the valve clearances.

And you’ll have at least five grand left in your pocket compared to any other shaft-drive or Italian motorcycle of a similar specification.

The Stelvio is everything a Moto Guzzi has always been and everything it should be in the modern world. It is a wonderful blend of technology, performance, handling, and character.

A modern motorcycle that hasn’t had its soul surgically removed and replaced with corporate correctness.