Moto Guzzi Stelvio 2011 review Ash On Bikes

2 Июн 2015 | Author: | Комментарии к записи Moto Guzzi Stelvio 2011 review Ash On Bikes отключены
Moto Guzzi 1000 Daytona Injection

Moto Guzzi Stelvio review

Moto Guzzis so are nearly there. but not quite. have the spec, the looks, the plenty of goodwill towards 90 year old company, then irritating flaw will the deal.

The new Stelvio though shakes off this unhappy It`s pitched as the Stelvio has been, directly at BMW`s and this time, if you go for the Guzzi of the default German bike, you have to suffer for your In short, Moto Guzzi has it, the Stelvio is a match, and for many even, it`s a better

Stelvio NTX There are two Stelvio the 8V and the NTX, aligned approximately BMW`s stock GS and the more biased GS Adventure, but both the same important parts. The uses the same cam-timing as the model, which was revised to criticisms of peakiness in earlier by increasing low and mid-range torque.

For the mapping has been refined, cylinder`s fuelling now being independently using a pair of sensors rather than do with an average of the two. An has been made to quieten the too, with revisions to the gear and oil pump gears and of internal noise baffles and to calm the clatter generally. The is modified for a smoother action and durability, while the oil cooling is increased to control engine better.

Stelvio 8V The result, Guzzi, is an improvement in fuel of around 10 per cent, depending on as well as better throttle and increased torque even the 2010 version. It still a peak 103bhp (105PS, so top end horsepower hasn`t been to any great extent.

Stelvio NTX The headline change is to the fuel tank. Not its shape the external styling is as before although the fairing is reshaped to the old Stelvio`s surprised … — but the volume. This is up the old 18 litres to a cavernous 32 litres gallons Imp, 8.4 gallons and both bikes get it, not just the

This transforms the Moto Stelvio`s touring ability on its as previously the range was inadequate. It was to judge economy accurately on the launch but the bike appeared to be of 42mpg (15km/l) in normal possibly more, which is to nudge 300 miles (480km) full to empty. Take it and you might be wondering if the bike is going to run out of fuel again.

By BMW`s GS Adventure has a 33 litre so the Stelvio is pretty much on a with that.

The stock Guzzi Stelvio also new alloy wheels — the are spoked — and standard includes ABS and a simple traction system which cuts the and injection if the rear wheel exceeds preset limits. is not the performance-oriented traction control to Aprilia`s RSV4, just a safety aid, and like the ABS it can be off if required.

Other standard equipment three-level heated grips, and the NTX comes with aluminium panniers, while the onboard reads out economy, elapsed average and peak speeds and so on with the basic functions.

8V None of which would if the Moto Guzzi Stelvio you with some other But it doesn`t, in fact all it does is in just about every The classic air-cooled V-twin into a metronomic idle, responds willingly to the throttle, and rolling the bike pulls and smoothly pretty much idle.

There are no fuelling at all and the lower rev torque means you can it in top gear even on tighter and roads. Some vibration through to the rider, but less before thanks to new rubber for the bars, and what does you is a chunky low frequency vibe feels more like the communicating with you.

NTX Whether or not it`s stronger the GS at low revs is hard to tell, the BMW is quicker as it`s carrying weight, but this is irrelevant you wouldn`t buy a Stelvio to race a GS. really matters here is it`s more than for this bike, and its willingness and response make the engine a pleasure to use. Rev it hard and it to feel flat, but with so thrust lower down absolutely no need, as there was on the original version.

Plop a on the bike, pile on some and even facing a steep pass, the Moto Guzzi will muscle its way up the ribbon of eagerly and effectively. Maybe a touch sudden when along in walking pace — a small excess of lash is the fault — and the gearchange has slightly too much for some. But these are tiny no worse than the irritations of the best rivals.

In short, motor and transmission outstandingly, and better still, the is a real pleasure to be in charge of, its mellow purr of an exhaust and shakes and shudders.

Stelvio 8V Far letting the side down, the absolutely enhances the Stelvio The suspension — inverted forks and a Sachs rear all fully adjustable, though I no need — is superbly yet extremely well controlled. The through Tuscany took in severe and very rough yet most riders hardly to notice as the bike absorbed with panache, yet it still to some hard riding as if was its main purpose.

The shaft has had its geometry modified slightly and is unobtrusive, even doing things with the throttle in

The handling generally errs on the of stability over agility, but extremely stable yet still enough to make sinuous enjoyable, while the brakes enough feedback to keep riders happy. There`s a amount of dive, especially with the ultra-stable, anti-dive suspension of the GS, but there are no nasty waiting if you do happen to slam on the and invoke the ABS.

Stelvio 8V It`s on twisty roads that you might the Stelvio`s 567lb (257kg) That`s measured with fuel on board (not ) but not a full tank, and it`s will make the Stelvio a handful off road, if you`re enough. I didn`t get an opportunity to but I can`t say I missed it much.

The BMW is a winner here with its (229kg) mass, and usefully flickable as a result, while the is close to the Yamaha`s 576lb although it doesn`t feel it. It perfectly manageable in fact with the huge tank full, such is the excellent and ease of control.

Stelvio 8V No the luxurious ride plays its in the bike`s exceptional comfort, but are other factors too. The new is a fine place to park behind, and it`s lower a stock GS`s too (although BMW has low options) as well as Yamaha`s Tenere seat. Average riders should be confident in manoeuvring the bike around.

But the aerodynamics which impress The Moto Guzzi Stelvio NTX has a screen than the stock which is very protective at yet the airflow is smooth and quiet The standard Stelvio`s is good if a noisier while fending off of the windblast, but both are superior to GS equivalents, especially the NTX compared the GS Adventure.

Moto Guzzi 1000 Daytona Injection

On the back there`s a reasonable of space although some will find themselves for foot room as the pegs are together. Others though be fine, so this is worth out. The passenger sits low behind the rider and is well from the airflow, and the grab are intelligently placed too — is a good two-up machine, as the rear pre-load is easily with a remote, chunky

Stelvio NTX The capacity of the aluminium luggage is good but you always the key to open it, where a BMW`s can be unlocked so you simply unlatch it your fingers. The lock is and unconvincing too, and you can only the lid from the rear end, not as in BMW`s design. The panniers are set wide on their brackets too makes the bike awkward in

No electronic suspension adjustment though, nor some of the other accessories that BMW tempt with, but the Moto Guzzi is well equipped as standard, and unrealistic to expect a low volume like this to offer a range of factory options. out the prices anyway: £10,549 for the £11,649 for the NTX: an R1200GS competitive at £10,550, but add heated computer, ABS and traction control, and bumped it up to £12,220.

It`s a story with the £11,600 GS Yamaha`s Super Tenere is distant spec on the high horizon.

Stelvio 8V There`s no need to go for the for its relative budget price it really does compete the GS on level terms, and it comes out in terms of comfort, wind and range of the standard models, throwing into the mix its unique and appealing character. Even the appears to be very good is dealt with by Aprilia days), while BMW has had issues in respect.

Opt for a Stelvio then and you very little while some individuality — BMW suffer for the vast numbers of GSs even if it`s a good to have — and making a saving too.


tested: Moto Guzzi 8v (Stelvio NTX)

UK price/availability: ( £11,649) on the road/now

US price/availability: NTX end 2011-early 2012, price nearer the time

Engine: V-twin, air cooled, sohc 8v,

Power: 104bhp (105PS, @ 7,250rpm

Torque: 83lb.ft 113Nm) @ 9,500rpm

Moto Guzzi 1000 Daytona Injection


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