Moto Guzzi Stelvio Review — webBikeWorld

5 Фев 2015 | Author: | Комментарии к записи Moto Guzzi Stelvio Review — webBikeWorld отключены
Moto Guzzi California Stone Touring

Moto Guzzi Stelvio

Moto Guzzi Stelvio 4V Ride Report

by H.B.C. for

Summary: The Stelvio 1200 4V is and it remains true to the Moto heritage of building exciting

Whether it will become a classic remains to be seen; can be confirmed from this review is that overall, it not disappoint. Those wanting to what a big V-twin can provide in the way of forward propulsion, technology and the to go the distance should take a look at the Stelvio.


The of the new Moto Guzzi Stelvio was reported in this webBikeWorld article in 2007. The motorcycle has arrived in North America and is now filtering its way through the distribution

Although my riding time was limited than usual, the to gain essential data, or disprove my initial thoughts best of all, get some time was greatly appreciated. A big you to Gear Head for facilitating review.

As a market offering, the big with its distinctive-sounding 4V high motor cannot be ignored. It has on showroom floors with little fanfare, which may or may not be a of the future for this new offering a proud company that pursues its goals under the Group banner.

Rightly or real or perceived, the Stelvio has or is categorized under the Adventure-Touring based mostly on its design, and marketing rather than an proven capability.

By the way, the is named after the Passo Stelvio . which at 2,757 is the highest paved mountain in the Eastern Alps and for Moto a historical test stretch.

So all this in mind but keeping first and foremost, what is a relatively short but honest of the Stelvio.

The Real Rumble

Anyone who has or ever ridden a Moto can attest to the vibrant cadence of the For many it is the heart and soul of a Guzzi. Thankfully, that and soul is alive and well in the 1200cc 4V.

The engine booms and as the tachometer sweeps quickly up and 4,200 RPM, the pulses out, and at 5,000 rpm and above of the pulsation is felt only in the mounted handlebars.

For those not to riding big V-twins or thumping the pulsations might be somewhat or even disconcerting. But for those who it is the feeling only experienced and from a few engines – this is one of


Slipping a leg over massive engine and the high tubular steel frame is easy; seat height on the setting is 820 cm or 32.3 inches, the higher setting brings the up to 840 cm or 33 inches, the setting I found comfortable given my 34 inch

Seat height is adjusted by inserting the left and right bracket cut-outs into one of two adjusters at the front and then one of two vertical holes at the rear in to thread the removable screw

Compared to other height mechanisms seen, this one is simple. Be warned, however, due to limited access, it is easy to one or both of the screw knobs this adjustment procedure!

I did that after all these and several engine versions my first Guzzi experience my knees still touch the surface of the heads. one reason why black heat caps been installed as the rear of the each head surface.

They do the job; while I feel some heat from the cylinder area, my riding pants never got warm in the knee area.

the rider and pillion seat are broad and firm and the large but rider section proved comfortable over a full day of The supportive feel of the seat is in large by a heavy seat pan and good cushioning. While seats are not always known for adequacy, this one feels – in a positive sense.

At around 550 (wet), the Stelvio is not a lightweight by any but it takes virtually no effort to it off the centre stand or lever it up to when using the side Once moving, its weight inconsequential.

The 910 mm (35.83 in) handlebar is a lever, but input effort is — the Stelvio goes it is pointed.

Controls and Features

In seeing and then sitting on the it is impossible to not notice the mirrors. redesigned for the North American the mirrors are very oval in on long stalks and now have the lights built in to the front of each unit housing.

extremely functional, the mirrors out at least three inches the bars while the external harnesses detract from is otherwise a pretty tidy environment.

The European-spec Stelvio has a cleaner profile with but extremely functional mirrors and signal lights on the lower flares of the fairing.

The Stelvio has a of analog and digital information to rival anything else on the all packaged in one neat instrumentation and pod. A large analog tachometer dominates the left and portion while the multi- digital display LCD sits in the right quadrant.

As with most Piaggio products, the information displays are comprehensive and easy to use, the owner’s manual is read – or twice. The main information is accessed by toggling the large switch on the left hand

The left hand control houses the horn button and a left/right/push-to-cancel switch, which has an smooth feel. On the top front of control is the headlight Hi/Lo/Flasher switch, and below it is the electronic for the right-hand fairing compartment.

A kill-switch/starter button is found on the control, along with the Light button and the ABS button available (and if so fitted). A switch for Moto Guzzi lighting resides on the top front of the

Another standardized and shared is the key-based immobilizer system. Two keys are provided, although up to keys can be coded from the secure settings loaded on to the system and accessed via a special code.

Speaking of access, the compartment keyhole is located on the left side of the motorcycle. the ignition key, the cable-activated releases the rear seat allowing the rear section to be up and off. This under-seat features a large storage box for the small tool pouch, the manual and other stuff.

A American style power seemingly fitted as an add-on, is in the right front wall of the box (see photo). It is rated for up to but given its location, it is not easily – some long accessory cables will be needed. One or two DIN power plugs would be a far option for fitment, and use.

The glove compartment on the right is long, narrow and quite – best suited for extra sunglasses or other small items. With the motorcycle in and the ignition switch turned on, the small electric switch on the front of the left hand opens the lid. Closing the however, results in a less weather-proof seal.

Road = Good

The Stelvio’s suspension is – the front end features a 50mm hydraulic front fork preload and spring adjustment, the rear features a single absorber with adjustable and spring preloading, and both are accessible.

Moto Guzzi California Stone Touring

Everything was left on the factory settings for the evaluation, proved to be a good choice for the road conditions encountered.

to tradition, the massive single-sided assembly that houses the ( Cardano Reattivo Compatto or Reactive Shaft Drive) system is both pleasing to the eye and robust. This latest is without a doubt one of the best drive systems I have

While this right assembly should allow a view of the left side, the combination catalytic converter and can assembly blocks much of the on the left, which is unfortunate.

the categorizations already performed by so in the media, the choice of wheels and for the Stelvio says much the intended use of the motorcycle itself. Scorpion Sync tires are on lightweight aluminum rims heavy duty Alpina providing a tubeless environment for the ZR19 front and 180/55 rear tires.

Acknowledging somewhat unique tire everything just plain The Stelvio is on rails as it hustles the turns, whoops and dips put in of it. It never felt unstable or when pushed hard some good corners at

In striving to keep this new under a certain redline – not an task with the quick engine – its ultimate high prowess was not determined. But even an artificial limitation imposed, the big builds speed in a hurry and its is never an issue.


other European produced the Stelvio meets Euro 3 standards. As well, to meet EPA and requirements, the now familiar California Emission System is fitted. But other model fittings, installation is unobtrusive, being under the front fairing and visible to the rider.

The system has a year or 30,000km warranty occurs first).


The windscreen is probably the Stelvio’s component in both protecting the and passenger and from an appearance of view.

Although a small can still be very effective if it is designed (i.e. MRA Vario Shield, BMW R1200GS Windscreen, this one, at least for me, the mark.

Manually adjustable a 5.5 cm (2.0 in) range, only the setting provided a relatively cockpit environment. With the in the airstream, there was minimal on the sides and along the bottom of the

Moving the windscreen up higher in less direct air pressure but increased buffeting on the top, and bottom of the rider’s helmet, translates into noise, and It is understandable that the development wanted to keep the Stelvio small so as to fit in with the overall front profile, despite the look of the headlights.

But, a redesigned windscreen is In any case, it is no doubt already addressed by the accessory market.

Despite the limited time and spent riding the Stelvio, the was extremely positive. In my opinion, as who owns or has owned most of the adventure-touring machines, this big is faster and more agile most.

The eight valve makes twisting the throttle an blast. Based on my seat-of-the-pants it definitely won’t be bringing up the and would most likely be in the or at least pushing the leader.

of the pretty obvious adopted for the American market changes, the windscreen and some vibration, criticism of this new Moto model can be put forth at this

As the kilometres rolled on, vibration through the handlebars was already to smooth out across the RPM range. The weights obviously help, some sort of isolation for the bars would work without compromising input and

This machine is built to be hard and to cover large Whether it has the form, or adaptability, to serious off-road adventure activities and directly challenge the crop of players remains to be Stay tuned.


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