2024 Moto Guzzi Stelvio review | Iconic Italian brand creates a new adventure bike with proper appeal

Take the really rather handy V100 Mandello, attach a larger front wheel and some knobbly bits, and you have the Stelvio: Moto Guzzi’s new adventure bike. Except that’s not quite what the historic Italian brand has done. Though the upright sports-touring V100 version was launched over a year ago, Guzzi insist the two bikes were developed in parallel – and so some of the Stelvio’s adventure-specific features were engineered-in from the start.

Sharing its 1042cc liquid-cooled V-twin engine and most of the major parts with the V100 Mandello means the Stelvio has a similar feel. However, it is different, with a more adventure-y nature from the 19-inch front wheel and blocky rubber, raised handlebar position, and the protection from its improved electric screen.

And it’s good. Very good. The Stevio’s engine is willing and distinct, the handling is capable and reassuring, and it’s extremely comfortable. But while it’s as good as the rivals in most areas, what it isn’t is clearly better in any specific area. There’s proven competition in the 900 to 1100cc adventure bracket where Guzzi place the bike, at or around the £14,700 asking.

Honda’s Africa Twin has a more polished overall feel (and a better ride in electronic-suspended Adventure Sports guise); Ducati’s Multistrada V2 has a sportier air and classier feel to its display and electronic extras; and you can get more toys and fancy bits for your money with Triumph’s Tiger 900 range. And that’s before we look at the Suzuki V-Strom 1050DE, or the new BMW F900GS…

However, what the Stelvio has that none of these rivals offer is an extra dollop of charm. There’s something about the feel of the engine, response of the handling, the details, noise and its overall presence that give the bike character. It's hard to put a value on that.

With 170mm of wheel travel from its rear KYB monoshock (with handy preload knob) and lamppost-like Sachs 46mm forks, the Stelvio promises ability in the dirt. But this is an adventure-tourer rather than a dual-purpose tool, and is clearly set up for the road. The ride is almost on the firm side of comfortable.

Handling is taut, and the Guzzi has the steering response, manners and control of a modern roadster. There are two extra front engine mounts compared to the V100 and reinforcements to the steering; it’s to make the Stelvio more adventure-ready, but also means inspiring feel and handling response due to increased stiffness.

The wheelbase is a couple of inches longer than the V100, and the swingarm is made from thicker material to increase rigidity. They’ve reinforced where it hangs from the back of the engine too. It’s all to ensure stability when buried under a pillion and all your belongings – we don’t get to load it up on the riding launch, but the Stelvio is never anything but composed on everything from tight mountain passes to fast motorway sweeps.

The brakes are as good as you’d expect: decent initial bite, ample power and feel, and the reassurance of decent cornering ABS.

Our dirt testing is limited to a quick trundle across some gravel. The Stelvio is like any other large adventure bike with dual-purpose tyres – sort of all right, with a sense that it’ll absorb all this easily enough and a riding position that’s decent when you’re stood up trying to look like you know what you’re doing. But I’m sure you could pop blocky tyres on a Kawasaki Ninja 1000SX and it'd also cope as readily with such easy-going ‘off-roading’.

Guzzi’s eight-valve liquid-cooled V-twin is thoroughly modern. With a claimed 113bhp at 8700rpm it stands nose-to-nose with the likes of Ducati’s Multistrada V2 and Yamaha’s Tracer 9, and is plenty brisk enough. Drive increases the harder you rev it. Sounds obvious, but some rival bikes have a meaty bottom end or a bold midrange; on the Guzzi it’s a case of rev it harder to release the extra output. As a result it’s not as rounded a delivery as, say, Honda’s Africa Twin, which feels punchier at lower revs.

It's still flexible though, thanks largely to close gear ratios. The Stelvio will tease politely through town in a tall gear, and on tight roads is as happy being stretched in second gear as lugging in fourth or fifth.

There are changes to the gearbox compared to the V100, with redesigned gears and a revised shift mechanism for better changing, and a new anti-hopping clutch. It all works cleanly, as does the optional two-way quickshifter (although this isn’t too keen on shifts at very light load). And because it’s a Guzzi, it clunks loudly when you tap it into first gear. Wouldn’t want it any other way.

The motor also makes the ’bars gently rock from side to side sat in neutral, but as soon as you’re rolling everything smooths out. You can sense the twin-cylinder engine firing, but there aren’t really any vibes to talk of.

There are five riding modes: Off-road, Rain, Tour, Road and Sport, which adjust the throttle response and power delivery, as well as altering the standard-fit cornering traction control and ABS, plus the engine braking regulation. Differences are noticeable: in Sport the bike’s responsive and keen, without feely snatchy, and in Tour becomes super smooth.

Recent Guzzis have been nicely made, well presented and properly screwed together, and there’s no reason to think the Stelvio won’t be robust, reliable and able to hold onto its value.

A few smaller details don’t perhaps quite give the ‘premium’ feel of bikes like the Ducati Multistrada – the display isn’t quite as slick or intuitive, and a few fasteners are acceptable rather than exceptional. But the overall feel and look of the Stelvio are in line with its price. It’s a fine thing.

The Guzzi’s display shows 50mpg at the end of a full day of mixed roads, and based on how accurate the V100’s display is it’s safe to take this as a reasonable guide. Service interval is 7500 miles – not quite up to Triumph’s standard (and nothing like the globe-lapping intervals of a Ducati Multistrada V4), but respectable enough.

Guzzis hold their money well enough, and as a new, desirable and capable model the Stelvio should have decent residuals. Make sure you tick all the option boxes though (see equipment, below) as people will want all the extras when you move it on; as with a BMW GS, the base-spec bike won’t have as much appeal to a used-bike buyer.

Value is decent. The Stelvio’s performance, capabilities and spec are right for the price, plus you’re getting that desirable tank badge. Ducati’s Multistrada V2 has the same power and a livelier feel for £1500 or so less, but doesn’t have the Guzzi presence or adventure-ready air.

Honda’s base-model Africa Twin is hugely popular, proven, and cheaper than the Stelvio, as long as you’re happy with a 21-inch front wheel and a bike with less charisma; the Adventure Sports version has more tech than the Stelvio and a classy semi-active ride, but is nearly three-grand more expensive – and I’m not sure it’s worth it.

Perhaps the Guzzi’s biggest problem is the Triumph Tiger 900 range. There’s a choice of cast-wheel GT and spoke-wheel Rally, and the Pro versions of either easily trump the Stelvio’s spec when it comes to desirable extras – and they’re cheaper.

The windscreen is larger than on the V100, adjustable at the touch of a button and very effective, especially when raised. Quiet with minimal buffeting, too. There’s a twirly wheel for winding up the rear preload and a decent rack with integral passenger handles, and integrated mounts for the accessory panniers (29 and 30 litres a pop). Guzzi also have a choice of 37 and 52-litre top boxes, which can be used in conjunction with the side cases.

There’s a five-inch colour TFT dash carrying all the information about the five riding modes (all customisable), controlled from the same switchgear as found on Aprilia’s RS660 sportsbike and Tuareg off-roader. Cruise control and a USB socket are standard too. No heated grips, though. Boo.

You can also specify the Stelvio with the ‘PFF Rider Assistance Solution’, which uses front and rear radar to give lane-change assist, blind spot detection and a front collision warning.

The lane and blind spot feature illuminates orange lights in the mirrors and a subtle warning on the dash, and it’s all fair enough. The front collision warning is a small symbol on the top of the display and a subtle warning sound, and seems a bit pointless. A large triangle flashes on the display when you’re close enough to touch whatever’s in front.

You’d expect this tech to mean you get adaptive cruise control too, but it’s an extra on top. So is connectivity, via the Guzzi MIA app, and both feel like they could have been standard. Others accessories include heated grips and heated comfort seats (in various heights), tyre pressure monitoring, crash bars, two-way quickshifter, and a centre stand.