Motorcycles: Italian charm meets adventure touring
If someone bought the Moto Guzzi Stelvio just for the engine, I would completely understand. The Italian motorcycle has strong cards in its hand, but the competition is immense.
I press the starter button. The two-cylinder, 61-cubic inch engine starts immediately. The Stelvio shakes from side to side. I shift into first gear, accompanied by an unnecessarily loud "KLANG", which even the driver in the neighboring car can hear. I move off.
The Stelvio returned to the lineup after years. In 2017, the model couldn't meet emission standards, forcing it out of the market. The new Stelvio was designed alongside the V100 Mandello, which, as the first production motorcycle, has active aerodynamics. However, while the Mandello is meant to be a universal motorcycle, the Stelvio was specifically designed as an adventure tourer.
Just look at the 19-inch front wheel. Brand representatives have stated it's the maximum size available, as they are not interested in diverting customers from the more off-road-oriented Honda Africa Twin. The Italian motorcycle is intended to carve out its own niche.
The 61-cubic inch engine, used so far only in the V100 Mandello, has a characteristic raspy sound. It's also surprisingly flexible. Although the full 77 lb-ft of torque is available at around 6750 RPM, in practice, in the city, you can shift into third gear and forget about changing gears. This is partly due to the short gear ratios. Notably, at around 5000 RPM, vibrations appear on the handlebar and footpegs. This occurs at a speed of around 80 mph. With a fuel tank capacity of 5.5 gallons, you can travel about 250 miles.
The Stelvio has an electrically adjustable windshield, which seems not quite well mounted. In the lowest setting, the air hits me at shoulder height, and in the highest, at that last inch of the helmet (I'm 5 feet 11 inches tall). However, the riding position is comfortable, and contrary to expectations, the knees do not touch the cylinder heads. Thanks to the comfortable seat, it's possible to ride through the entire tank "at once" without discomfort. The seat itself is at a height of 32.7 inches, and I missed just a bit to touch the ground comfortably. And it's undeniable that the Stelvio has some heft – exactly 542 lbs with fluids. But hey, we have the cardan shaft.
Theoretically, with a suspension travel of 6.7 inches, one could go wild off-road. But considering the slightly longer wheelbase than the Mandello and the fact that Michelin Anakee tires are primarily designed for tarmac (and only "manageable" off-road), it's better to stay on firm asphalt. There’s even an appropriate riding mode for each condition – one of five, including differences in ABS operation and throttle response. The Stelvio feels at home in curves and eagerly leans into turns.
Standard features include LED lighting, cornering illumination, cornering-sensitive ABS, cruise control, and handguards. Options include a tire pressure sensor and quick-shifter. The price? $17,242.
But there's more: the PFF version is also available for $18,429. In this case, you get features like blind-spot detection and lane-change assist. Adaptive cruise control can be added optionally.
On paper, everything adds up: We have a new platform, a charismatic engine, and great comfort. However, we also have enormous competition: the BMW F900 GS Adventure, Honda Africa Twin, Triumph Tiger, Suzuki GSX-S1000 GX, or even the V-Strom or Yamaha Tracer 9.
Choosing a model in this segment has never been more difficult. The more options, the tougher it gets. One could say it’s easier to choose a model with your heart than by looking at dry technical specifications. And in this category, Italian brands have always had plenty to attract customers.
