2024 Moto Guzzi Stelvio deep dive | Is the new Stelvio a true mainstream adventure bike option?

Last year Moto Guzzi turned a significant corner in their long and distinguished history. The launch of the V100 Mandello, unveiled in Guzzi’s centenary year – and with it an all-new motor – marked a massive shift in the company’s direction.

It was the firm’s first liquid-cooled model to feature double overhead cams rather than the old push-rod operated system. The new motor was described by the Italian firm as ‘an epoch-technical breakthrough’ and now they have followed up the Mandello with another all-new model powered by the V100 engine – the Stelvio.

A ground-up new adventure bike, the Stelvio (named after the famous Alpine pass) may share the same engine as the Mandello sports- tourer, but it ups the ante with even more rider assists in the form of the Piaggio Fast Forward (PFF) Rider Assistance Solution, which is an optional extra. Is this very modern Guzzi a serious contender in the highly-competitive adventure bike market? Time to find out as we take a deep dive into the Stelvio…

• Get the look: Check our list of the best sports-touring helmets

Moto Guzzi Stelvio – dive into the detail

£27,897 (including £5100 for the M Competition package)

• Engine 1042cc DOHC 8v transverse V-twin
• Power 99.8 bhp
• Torque 66.6 lb.ft
• Fuel Capacity 21 litres
• Frame Tubular steel
• Suspension F: 46mm inverted forks, adjustable rebound and preload. R: Monoshock, adjustable rebound and remote spring preload
• Front brake 2 x 320mm discs with four-piston radial calipers. Cornering ABS
• Rear Brake 1 x 280mm disc with two-piston caliper. Cornering ABS
• Seat Height 830mm
• Kerb Weight 256kg (kerb)
• Servicing costs £450 minor service every 7500 miles. £650 maor service every 15,000 miles.
• See our initial review and first look of the Moto Guzzi Stelvio

Performance Data:

• Top Speed: 137.04mph
• 0-60: 3.85 sec in 51.80m
• 0-100: 8.58 sec in 224.56m
• Roll on in top gear 40-80mph: 8.55 sec in 239.18m
• Standing quarter: 12.04 sec @ 116.01mph
• Braking 70-0mph: 3.69 sec in 53.23m

The Guzzi’s low-revving, easy-going nature is confirmed by the dyno chart. While the rear-wheel power figure of 99.8bhp is acceptable, the torque figure of 66.6lb.ft is more interesting. From 4000rpm until nearly 9000rpm the Guzzi’s torque curve is very flat with only a small increase at 7000rpm.

This hints at an engine that is very linear and designed for easy-going road riding, which is exactly how the Guzzi’s V-twin feels to ride.

Does it still have that trademark Guzzi soul?

Yes, loads of it. Although much more refined than Guzzi’s air-cooled engines, and lacking any ‘torque-twist’, the V100 motor still has the thumping power and feel that fans associate with a transverse V-twin.

A beautifully smooth engine with bags of midrange, it is a charming unit that feels pleasingly old-school in its laid-back attitude, while still packing lots of modern touches, such as variable power modes that add that bit of extra spice. Far from sterile, it has its own character and does feel true to Guzzi’s history. But it’s not perfect…

Despite being completely new, the gearbox isn’t great and there is a horrible clunk and forward lurch when selecting first. And the transition from first to second is also far from smooth, with occasional false neutrals thrown into the mix. Once rolling it becomes much better (third upwards are perfectly slick) and the quickshifter (an optional extra) is good, but in low gears it is pretty unpleasant. The Mandello feels the same, so it’s not just down to a low-mileage bike.

Is it more off-road or tarmac-focused?

Don’t let the chunky Michelin Anakee tyres and spoked wheels fool you, the Stelvio is very much a road-targeted adventure bike, and with its 19in front wheel it handles impressively. Although certainly not the fastest-turning adventure bike you can buy, the fact that the Stelvio is quite long and low gives it an assured feel in bends that isn’t dissimilar to the overall impression you get on an older GS model.

As you roll through corners this attitude is hugely confidence- inspiring and makes the whole riding experience incredibly enjoyable. It’s a bike that certainly brings a smile to your face and one that is huge amounts of fun to just ride and enjoy – although the suspension could be better.

Suspension rated

Unlike the Mandello, the Stelvio lacks the option of a higher-spec model with semi-active suspension (for now…), which is a bit of a shame because you can’t help but feel that the suspension is the one area where Guzzi appear to have cut costs.

Despite being set on the firm side, the Sachs forks and KYB shock work well for solo riding on a smooth roads (both ends have adjustable rebound and preload with the shock’s remote).

But once you introduce a few bumps, both ends begin to feel disappointingly harsh and unforgiving in their response. And if you take a pillion, this feeling is only increased.

There are upsides to the damping being set quite firmly, however, and that shows in a lack of pitching under braking or acceleration, but over big bumps the shock especially seems to lack the ability to respond in time and adequately absorb the forces – a disappointment that quickly becomes tiresome.

A semi-active system would allow Guzzi to offer the best of both worlds but, until then, fitting a quality aftermarket shock is the best option and maybe tweaking the fork’s settings. It’s not terrible as standard but it certainly could be better. Some rivals are considerably plusher in their ride quality.

Can it batter big distance?

Guzzi have to be applauded here. Features such as the electronically- adjustable screen, deeply padded seat, inbuilt pannier mounts and tall bars make the Stelvio a very comfortable bike to cover miles on. Its engine is also perfectly happy to lollop along while recording 50mpg.

Not only that, there are handy wind-deflectors beside the screen and brushguards as standard fitment, meaning the rider is well sheltered from the elements. Taller riders (over six-feet) might want a bit more height from the screen but, overall, it’s a great mile-muncher. As long as you keep the pace down…

Allow the speed to creep over 80mph and the mirrors start to blur. Although the buzz isn’t transmitted to the rider, it’s annoying because it impairs your vision of what’s behind. Maybe that’s why Guzzi offer the option of radar…

Should I get the tech?

Adding Piaggio Fast Forward (PFF) Rider Assistance Solution costs £700 although, realistically, that’s £900 because you would want Following Cruise Control (FCC) as well. If you’re paying by PCP, a PFF bike (minus FCC) costs £181.92 a month, whereas a stock bike is £175.06 (the deposit is also £200 greater at £3900).

Our test bike lacked FCC, but it did have the rest of the PFF functions, which include Forward Collision Warning (FCW), Lane Change Assist (LCA) and Blind Sport Information Assistant (BLIS). But it is pretty hard to justify spending £700 on what are helpful but hardly game-changing assists.

On the go, FCW illuminates a small orange warning on the dash when you’re close to a vehicle ahead, which is easily missed on the slightly cluttered display.

When it flashes a bigger red warning it’s probably too late anyway, rendering it a bit useless. BLIS and LCA are harder to criticise as they are helpful systems but neither is make-or-break, especially if you are in the habit of performing a life-saver check (as you should be).

They work well enough, and illuminate a warning light on both the dash and mirrors (there is also an audible beep, which can set off when filtering), if an object is in your blind spot but neither feel like essential safety add-ons.

Considering all this, you are basically left with the choice of paying £900 if you want an active cruise control function. Based on similar systems, active cruise control is very handy to have but is it £900 handy? That’s your choice.

Bright ideas

With cornering lights as standard, the Guzzi provides a decent level of vision at night. The dip beam has a wide spread of light, illuminating the road ahead and also the verges. When the cornering lights activate the spread is increased further.

As you tip into a bend, there’s always a helpful amount of light on the inside of the corner, helping you look through the corner and assess the road ahead. The main beam, as you might hope, is excellent.

Is it a bargain option?

Starting at £14,700 the Mandello is about average in its segment. However, you need to add the quickshifter, connectivity and heated grips to the price because that’s what most rivals come with as standard, upping its price to £15,312.88. Opt for the PFF package (with FCC) and that rises to £16,212.88, which is starting to sound expensive, especially considering there is no keyless ignition, semi-active suspension (or electronically-adjustable shock), heated seats or hill hold assist.

Then again, you are getting a bike built in Italy that sports an historic name and logo on its tank. It’s not expensive but it is certainly priced slightly above the more mainstream options available. Will there be discounts? If you look at the Mandello as an example, you have to think there will be…

So how does it compare to its Mandello sibling?

The Mandello stands out more in its segment than the Stelvio because it has less competition, allowing it to stand front and centre as an appealing alternative. Definitely better on its suspension, the Mandello isn’t as relaxed as the Stelvio but it is (arguably) better looking and certainly sportier.

Interestingly, its price has recently been dropped by £1000. A base model is now £12,500 and the S with semi-active suspension is £14,750 – only £50 more than the base Stelvio. Tempting, especially if you don’t ride off-road…

Verdict: ‘Good, but with flaws’

The Stelvio is never going to threaten the GS’s reign as top adventure bike, but what it does offer is a genuine alternative to those looking for a modern adventure bike, which also has some old-school soul and an historic name on the tank.

Fun to ride and assured in bends, the Stelvio will please both traditional Guzzi fans and riders looking for a laid-back adventure bike with spirit. But it’s not perfect. The clunky gearbox is a frustration and the suspension could definitely be better, but the more you ride the Stelvio the better it becomes.

Not only that, there is a certain charm to owning a Guzzi. The Stelvio never hides the fact it’s from the Mandello del Lario factory. And that’s a good thing.

The Stelvio is a bike that people will approach and want to know more about which, in a car park flooded with adventure bikes, is always pleasing. And onlookers will generally be quite positive in their responses. It’s a good adventure bike that – while it has a few flaws – has enough character and spirit to allow you to excuse if not completely forgive, them.

Likes:

• Soulful engine
• Impressive handling

Dislikes:

• Clunky gearbox
• Switchgear not backlight and key looks budget

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Pillion Opinion:

Alison Silcox – MCN Office Manager, 5ft 10in

“I expected a lot from the Guzzi. Its styling hints at a relaxed ride quality, while the pillion seating is plush with reassuringly low pegs. There’s lots of room on the back, the seat is flat so you don’t slide about (helped by its textured surface, which is good for grip), and the grab rail is great – really big with lots of space for your hands, plus it extends a long way around the back of the bike. But then you hop on board and get going…

“The clunky gearbox really upsets your balance as a pillion. The transition from first to second is so brutal you end up tensing your core to stop yourself being thrown forward (second to third isn’t much better, but third to fourth and above are all far smoother) and you can feel the rider struggling to make it smoother. After a while my hips were aching because I was tensing against this abruptness. And the suspension didn’t help matters.

“The impact from harsh bumps is transmitted directly through the shock to the pillion’s back. Potholes really hurt, making your already tense back even more painful. But on a smooth road it all changes. “On such routes the Guzzi was a delight to be on. The engine is vibe-free and its torque-laden nature means that no sharp surprises with acceleration, and the chasis feels beautifully controlled and balanced in bends. A very easy bike to cover miles on but as soon as you introduce a few bumps, it isn’t very nice at all, which is genuinely disappointing.”

Options and Extras:

Get the Moto Guzzi Stelvio touring ready with a set of Panniers £939.99

• Related: Additional to Moto Guzzi’s offering view MCN’s round up of best tail packs here.

Guzzi’s optional extra panniers don’t require a mounting kit, which is handy. the left hand one has a capacity of 30L while the right hand is 29L, due to the exhaust. there are two top box options, 37L for £308.99 or 52L for £563.99

Keep those mitts warm with a set of Heated grips £253.99 (plus fitting)

Disappointingly, heated grips are a £253.99 optional extra (plus fitment). They are integrated into the dash so require no extra electrical controls, which is good, and have three heat levels.

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While you’re here: How MCN tests bikes

Our highly experienced team of road testers grind out hundreds of miles, come rain or snow, on the UK’s pothole-ridden roads to decide which bike is best in a particular category.

Using years of riding and racing experience (on and off-road), our expert journalists are able to assess the capabilities of a machine and translate that into understandable language to help MCN’s readers make an informed buying decision. Pitching bikes against their main rivals, we aim to give a conclusive verdict on which bike is best for your needs and your budget.

Using their considerable knowledge of the motorcycling market and audience, they can put a motorcycle into context and deliver a verdict that means something to anyone considering buying a particular machine, whether it be a cutting-edge, 200bhp sportsbike, a tall adventure weapon or a low-capacity 125cc machine.

When we ride the bikes in the UK we tend to do at least one full day of riding on various different types of road and in varying conditions. Our testers will then spend another day riding the bike – with rivals – to get images and video footage for our print and online reviews.

We will also, often, weigh the bikes, speed and dyno test them to see just how accurately the manufacturer claims are in these areas to give a more empirical assessment.

Find out more about how we test bikes right here.