2009 Moto Guzzi Stelvio 1200 4V Road Test Rider Magazine Reviews

6 Мар 2015 | Author: | Комментарии к записи 2009 Moto Guzzi Stelvio 1200 4V Road Test Rider Magazine Reviews отключены
Moto Guzzi Stelvio 1200 4V

2009 Moto Guzzi 1200 4V Road Test

by Kevin Wing and Mike

[This 2009 Moto Stelvio 1200 4V Road was originally published in the August issue of Rider magazine]

Moto Guzzi Stelvio 4V with Clem

The best in this country are the ones little or no traffic—at least to my way of I love tearing along the roads, even if the asphalt is a bit and bumpy, with no traffic in a few cows and horses looking up to see me by. And puttering along more a few miles of good dirt sheltered by trees, the occasional bridge and decrepit barn, makes my heart sing.

Not my heart can carry a tune or but you get the idea.

This big adventure-oriented from Moto Guzzi is an mount for back roads, dirt roads and even It is comfortable and fast, with brakes and handling, and pleasantly suspension travel to soak up the in the roads. Sort of like the SUV and Crossover automobile craze, a product for the nation’s crumbling I’m talking about roads and here.

I know riders tricked-out sportbikes who complain they can find no smooth to ride on, other than the highways, while the beauty of the is that it provides a good under all conditions.

The Stelvio your essential Moto with the 90-degree V-twin athwart the cradle frame, drive to the rear wheel, like the folks at the factory in del Lario have been them out for the past 40 and more The Guzzi, any Guzzi, is not a subtle not one of those interchangeable “Gee, am I riding?” motorcycles. It has a feel it that anyone can easily especially the vibrating thrum of the which many come to but others will find to live with.

One of the primary considerations of the engineers was comfort. It is one thing to be crouched a racy fairing at 140 mph for brief quite another to spend the day through the corners, surrounded by mountain scenery, significant sitting on the back. To this or we could say, to the riders’ the seats are quite comfy, and ergonomics are good for many in the saddle.

2009 Moto Stelvio 1200 4V Engine

The is an excellent example of why we motorcyclists motorcycles—because they are fun. downright fun. Riders can fun on sportbikes, on touring bikes, on dual-purpose bikes—two wheels and a and we have fun.

The Stelvio into the “adventure bike” big motorcycles, comfortable, can carry a are generally unfazed by the condition of the but they do like roads, as tend to be a bit too heavy for dirt and cross-country work.

A cursory of the Stelvio shows that it is intended for pavement use—as in the Stelvio Pass with than 80 hairpins from this motorcycle derives its about a hundred miles of Mandello. Yes, this is the focus of such a motorcycle—handling paved, very twisty with a lot more aplomb can a sportbike. The Stelvio has wide almost 36 inches across, it easy to turn, with a of 27 degrees, trail of 4.9 inches.

with a wheelbase of more 60 inches it can cut a downhill hairpin ease.

Three things away the street orientation of the the first being its 600-plus-pound wet Another is the engine, which is sporty four-valve version spins most happily at rpm. The two-valver is slightly better at plodding through the and tough, but this is intended for along the byways.

The third clue is the rather Pirelli Scorpion Sync which provide excellent on the asphalt but lack the rugged pattern one needs for going places like sand and mud holes. I should note there is a TT version (Tutto Terrain) of the Stelvio that with honkin’ great but its eventual availability here is

2009 Moto Guzzi 1200 4V Gauges

The motor is a detuned version of the one found in the go-fast Griso model, 1,151cc (oversquare 95mm 81.2mm …), and advertising 103 horsepower at 7,500 rpm. On the Tuning Dynojet dyno our test bike barked out horsepower at 7,300 rpm and 69.4 of torque at 6,500. The trick are the high camshafts, one in each spun by Morse-type chains, minimalist pushrods operating the valves in each head.

In Guzzi fashion the tappet are done by threaded screws. The has a hydraulic tensioner which no maintenance.

The Weber-Marelli fuel uses 50mm throttle with a squish factor in the of 11 to one, which returned economy of about 37 mpg for the 1,500 I covered—with admittedly cheerful use of the The tank is rated at 4.8 gallons, but it can be to fill to the brim as the flip-up gas cap and the California hoses with the nozzles prevented me from off. The digital gas gauge has sections, each winking out as the drops, and the warning light on about 20 miles into the third—and that warning-light is good for more than 50 as I stuck a container of gas in a saddlebag and ran it out at 53 one day.

Turn the key, push the and you definitely know that are a lot of parts moving around that engine. It’s not a motor, but that all goes as soon as you snick the shift into first and let out the clutch. a single-plate automotivelike clutch, operated, with adjustability at the to suit the hand, and does a strong pull.

Of the half a gears to choose from, gear takes you to over 55 mph the rev-limiter cuts in at 8,000 while sixth is definitely an It’s not an exceptionally smooth no hot knife through cold sort of thing, but the shifts are The final drive is via a shaft the single-sided swingarm, utilizing much ballyhooed Compact Shaft Drive, or CA.R.C. as is on the rear hub.

The bugaboo the old shaft drives, of abrupt into the rear suspension due to drive torque reactions, is much a relic of the past.

Moto Guzzi Stelvio 4V on the road

Now to the chassis, specifically for the Stelvio. The twin-spar tubular has thick steel tubing, a pair of arms going from the steering head to the of the engine, two more mounts at the and two at the bottom back—six bolts in No twisting should take with this frame and integration. The fork is an upside-down with 50mm tubes, adjustable, with 6.7 inches of and a leading axle.

At the back a Boge shock has preload and damping adjustment—with an accessible for adjusting the preload. I like the that it is convenient to alter the both fore and aft, not a at all.

The wheels use Behr rims and spokes, for those into detail, and run tubeless Pirelli Sync tires. Tubeless is not for a wheel which has the spokes to the edges of the rim, but these are spokes, running to the rim’s and each of the 40 spokes has a little inside. The concept works, but I about the possibility of a leak, and any would spin to the outside of the not the inside of the rim.

I suppose folk susceptible to planumrotundumphobia of flats) could put a tube in if wished. The tires, a 110/80-19 180/55-17 rear, are good and great for flogging the Stelvio the tight and twisty, but do wear rapidly. Extreme angles can get the tips to touch, but not without trying.

The Brembo brakes are suited to the Stelvio’s disposition, as down on a dirt road a sensitivity that some brakes lack. ABS is available, but test unit did not have it. Up is a pair of 320mm discs, drilled for enhanced heat and a healthy squeeze to the radially calipers holding four pistons slow the bike quite quickly. At the back a 282mm disc has a caliper two parallel pistons.

Stainless-steel brake lines serve to the feel and the feedback.

I’m an all-weather, kind of rider, and the Stelvio me fine. The tallish 33.1-inch height is standard for this of bike (think Buell KTM 990 Adventure, BMW R1200GS) and one soon what to throw a leg over the really means. There is a position, taking it down the part of an inch. The windscreen is adjustable, and very easy to do; we need no stinkin’ electric

A small useful compartment is into the right side of the gas and to hinder thieves this can be opened when the ignition is on. The is easy to deploy, something have not always been for, but the centerstand pivot to be a bit off the ideal positioning, as the bike a real heave-ho to get it up.

Moto Guzzi Stelvio 1200 4V

Since I was the bike from the coast the Sierra Nevada Mountains to Valley, and back, we asked for a set of and got the rugged-looking Guzzi aluminum you see here, which cost Oddly enough they do not use the built-in mounts, but a tubular-steel arrangement.

The bags add 10 pounds to our bike’s wet weight figure not included) and make the Stelvio more than 42 inches, so I had to my California-legal lane-splitting tendencies. The have strap holders in, useful for carrying bulky like sleeping bags. Two First, you must use the key to open and these lids, which I a hassle.

Second, there are no handles, so when you take a bag off you to heft it in both arms and it wherever, and then go back and get the one.

Further contributing to the as-tested weight was the optional kit at $525. Obviously not trusting me, also mounted a $350 guard (crashbars to you old-schoolers) and a $150 guard to protect the hub should I fall over on a of rocks. As well as a beefed-up skid plate ($350) to the rather exposed oil pan from rocks.

I like the Stelvio, like the tightest, twistiest roads I can like the occasional excursion off the and onto dirt roads, wicking it up to triple digits on a desert highway, well-protected the windshield. I like it in traffic, as I’m up high and can with ease see and/or through the vehicles in of me. It’s not going to score points from those to excessive speed, nor those who to ride the superslab, but an all-around will enjoy it.

Many dealers are promoting their by allowing test rides—do up on your own bike when one, as it makes the dealer a lot more secure. Ride the evaluate it for yourself. If you like it, in the kids’ college fund and go buy

Tell the children that the academies are free, with a job upon graduation.

Stevlio 4V Dyno

2009 Moto Stelvio 1200 4V Specifications

Price: $14,990


Charging Output: 550 watts

Battery: 12V 18AH


Twin-spar tubular-steel w/ engine as member single-sided cast-aluminum

Rake/Trail: 27 degrees/4.9 in.

Seat 32.1/33.1 in.

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