Moto Guzzi Stelvio review

The Stelvio is further proof Moto Guzzi can once again produce competitive motorcycles offering a valid and characterful alternative to those from more mainstream brands like BMW, KTM, Honda and the rest. With its all-new liquid-cooled V-twin, electronic rider aids and more the V100 Mandello sports tourer on which this Stelvio is based was the celebrated Italian brand’s first truly modern bike in decades. While sharing the same foundations the Stelvio is a full-sized adventure bike and arguably better still. Although the engine is virtually identical there are extra engine mounts, longer travel suspension, wire wheels with a 19-inch one up front, knobbly tyres, a beefed-up shaft drive unit and a revised riding position. The Stelvio also gets its own front fairing with a power adjustable screen, bigger fuel tank and updates to the electronics, these including the latest radar assisted proximity alerts, cruise control and more. In short it wants for nothing, is wonderfully charismatic, good looking and even decent value. It’s not perfect and hasn’t the performance and prestige (or price…) of the latest Ducati Multistrada or KTM Super Adventure alternatives but for many it’ll be close enough while much more characterful and individual.

A classic, upright adventure bike stance but also, despite the taller suspension and handlebars, one with a pleasingly low (for an adventure bike) 830mm height for the wide and comfortable seat. There’s also a good level of protection with the neat, electrically adjustable screen in its highest position and a notable lack of the turbulence or wind noise often associated with such designs. The 21-litre tank is bigger than the Mandello’s but subtly integrated into the design so as you wouldn’t notice, pillion comfort is also good and alternative factory seat options, including heated, are available for extra cost. Overall, no complaints whatsoever.

Ultimately, we’re docking one mark here simply because the Stelvio is so classy and high quality you wouldn’t want to use it as a year-round commuter and, although capable of taking in the odd dirt track, is also no rugged off-roader in the way a KTM or even BMW can be. But we’ll happily forgive it that as, realistically, few owners would expect it to be and for the fact that it’s so versatile in other respects. The Stelvio is low, comfortable and accessible enough to be a great all-rounder, is fine around town and with its screen, comfy pillion seat and optional hard luggage will be a more than capable tourer. To the point we quite fancy testing the theory with a pilgrimage to Guzzi’s home at Lake Como! Planted handling, great brakes and an invigorating power delivery are the cherries on the top, and make it a thoroughly entertaining A-road sweeper as well.

Guzzi’s all-new liquid-cooled, eight-valve, fuel-injected twin was introduced in 2022 and is a worthy successor to the celebrated but undeniably outdated air-cooled big twins of old. Importantly, Guzzi has also retained its signature layout of a longitudinally mounted 90-degree V-twin with shaft drive to the rear wheel. Cleverly the barrels have been rotated through 90 degrees so the intake is on top of the cylinder rather than behind, freeing up legroom. On paper the 115 horsepower might not sound dazzling compared with some of the competition from the likes of KTM, Triumph or Ducati but on real-world roads that matters little. Mid-range is immense, the power delivery progressive and the drive from 6,000rpm (especially in the Sport mode) is addictive in both strength and sound. If there’s a criticism it would be that the gearbox is glaringly clunky at lower speeds, though we’d speculate (and hope) that might loosen off with a few miles on the clock. Braking wise the Stelvio wants for nothing, thanks to Brembo four-pot radial calipers with accompanying Brembo radial master cylinder and cornering ABS. In fact, if anything, they’re slightly too sharp!

Suspension for the Stelvio is provided by Sachs 46mm inverted forks at the front with a KYB monoshock at the rear. Both are decent quality, adjustable and, with 170mm of travel, plusher than the roadster Mandello. Ride quality is refined while sufficiently firm yet comfortable, too. On fast A-roads, there’s a secure, planted feel that’s utterly reassuring and few bikes can match, partly due to the Stelvio’s extended wheelbase over the Mandello. Yet, on twistier B-roads it’s more than nimble enough and has manners and steering precision more akin to a smaller wheeled roadster than a big and tall adventure bike. We’ve only docked one mark for a very slight occasional rear end sogginess when pushed hard on such B-roads, although it’s likely this can be dialled out via the handy remote preload adjuster knob we didn’t have time to fiddle with.

At the end of the day the Stelvio is a premium, range-topping bike from a prestige European manufacturer, so running costs were never going to be cheap. The all-important resdiduals are also a little bit of an unknown at this stage. That said, with ‘just’ 113bhp its demands on consumables such as tyres, brake pads and so on is almost certainly better than many. The Stelvio also has maintenance-free shaft drive and, during our test, an average of around 50mpg suggested fuel consumption was reasonable, too.

We have to approach this with some caution simply because it’s an all-new bike, Guzzi’s most powerful ever and is based on new tech for the brand. That said, Guzzi is now part of the Piaggio group which also produces Aprilia, which has plenty of experience of high-performance liquid-cooled motors. It’s also largely derived from the Moto Guzzi V100 Mandello, which has now been around for a couple of years with no reports of major reliability issues and the Stelvio is also a premium machine with the build quality and finish that goes with that, so we overall have little reason to be worried.

In line with most major motorcycle manufacturers Moto Guzzi offers a standard, manufacturer-backed, two-year, unlimited mileage warranty covering all parts and labour, with the option to extend to 36 months at extra cost. Servicing is fairly par for the course, too, with the Stelvio’s recommended service intervals coming due every 7,500 miles.

Impressive, but also a little confusing. The new Moto Guzzi Stelvio comes in two variants – the standard Stelvio at just shy of £15,000 and the up-specced PFF version for a little bit more. Both get the electric screen, the same Brembo brakes, quality suspension, a colour five-inch TFT dash, five riding modes, cornering ABS, traction control, quickshifter, USB socket and more. The tech all works well, though if we’re being super picky the digits on the screen are a little small and the switchgear not as intuitive as some. The PFF version (which stands for ‘Piaggio Fast Forward’) also gets front and rear radar for give lane-change assist, blind spot detection and a front collision warning, plus Bluetooth connectivity. Whether you think it worth it or not will likely come down to how important such tech is to your riding but it’d be a pass from us! Heated grips and luggage are among other extra cost accessories.

While the Mandello got a glowing reception the Stelvio is entering a much more competitive field in the adventure sector. Although it hasn’t had the same fanfare it’s probably the better bike, though, and certainly the most effective Moto Guzzi in years. For this tester it’s a truly tempting alternative to BMW’s all-conquering GS, and you honestly can’t get a stronger recommendation than that! By the numbers it may be true the Guzzi isn’t as light, powerful, proven or supported by such an extensive dealer network. But it does have an evocative – and effective – engine and shaft drive layout, handles better than expected, has all the right bits in the right places, is well priced and good looking. Objectively it may not quite beat the GS, and nor does it count as the best adventure bike in the market. But it’s plenty good enough, has bags of character and the style to stand out from the crowd and be something to cherish for the long haul.