Moto Guzzi Stelvio V8 Review

It’s been a long time coming but the stylish and powerful Moto Guzzi Stelvio 8V has finally come of age.
On its debut in 2008, Moto Guzzi’s original Stelvio looked likely to catapult the famous old manufacturer back into the mainstream.
With BMW R1200GS sales running wild and even topping the country’s sales charts at times, the Stelvio’s air-cooled, 1,200cc twin with shaft drive were authentic Guzzi, all the while aping the BMW’s specifications in the fast-growing adventure-bike class.

It should have worked well, but as is the Guzzi way some silly flaws spoiled the otherwise promising package. The looks were oddball, the fuel range wasn't quite enough and the eight-valve engine placed an emphasis on higher rev power at the expense of torque lower down, where it was really needed.
With the new Stelvio 8V, Moto Guzzi has shown it is prepared to listen because every one of these issues, as well as lesser ones, has been addressed – comprehensively so in some instances. As with BMW’s R1200 GS and the GS Adventure, there are two versions, the standard 8V and the NTX, which adds an off-road bias.
Riding: This is important to touring riders, especially in more remote areas at weekends, but it’s also an asset in everyday riding because you’re not wasting so much time refueling  The famously capacious BMW GS Adventure has only one litre more, while the stock GS has 4.4 gallons (20 litres) so this transforms the Guzzi’s viability as a distance machine.

Comfort-ability:  Comfort on the Italian bike is exceptionally good, too. The new seat is supportive over long periods and it’s manageably low for average and some shorter riders, while the riding position is upright and roomy.
Aerodynamics are also impressive: the Stelvio 8V’s screen produces a little wind noise at speed while the larger NTX one is very protective, quiet and free from buffeting – both are better than their BMW counterparts.
Suspension: The suspension plays its part, too, providing an outstanding, plush ride quality which absorbed some very poor Tuscan road surfaces. The Marzocchi forks and Sachs rear shock are fully adjustable (although not electronically, as with the £645 BMW ESA option), but for solo riding there’s little need.
Two-up, the rear will need more damping and spring preload, which is all available, while the passenger gets plenty of room and good wind protection, although some might find their feet clash with the rider’s at times.
The engine was reworked in 2010 and has been further refined for this year, and now matches the bike much better. Some effort has gone into quietening mechanical clatter, the clutch is smoother to operate and mapping changes have improved economy.

Power: The peak power of 104bhp is a few shy of the BMW and it doesn’t feel quite as lively at lower revs, but unless you plan adventure-bike racing this doesn’t matter a great deal. What’s important is the crisp and willing feel of the motor, making the bike enjoyable as well as capable. Even two-up it pulls well enough from lower revs, and the unique, mellow Moto Guzzi sound is a pleasing bonus.
Fueling:  The fueling is perfect and vibration is reduced thanks to newly rubber-mounted handlebars – all that’s left is a chunky shudder when you open the throttle, although that is communicative rather than intrusive.
Another important feature is the shaft final drive, a must for many riders in this class. It works very well, with no negative effect on the handling thanks to some clever geometry with the swingarm, while the additional unsprung mass compared with chain-drive isn’t noticed.

You also get a high level of standard equipment, which makes a big difference to the pricing. At £10,549 the 8V is a pound cheaper than a GS, but the BMW rider will need to pay extra for the on-board computer, heated grips, ABS and traction control which are standard on the Guzzi.
That lot swells the BMW’s price to £12,220, and the story is the same with the NTX and GS Adventure comparison.
Guzzi’s build quality keeps improving as well, so reliability should be acceptable – BMW’s has been poor but is getting much better. Neither comes close to Yamaha in this respect, but its Super Ténéré 1200 is £13,000 without options.
The Stelvio is heavier than the BMW, less agile and a little slower, but otherwise it’s a viable, different and considered option with its own character and exceptional touring ability.
> Moto Guzzi Stelvio V8 : THE FACTS

Moto Guzzi Stelvio 8V Price,Specification,etc
Price/on sale: From £10,549 (NTX, £11,649)/now
Power/torque: 104bhp @ 7,250rpm/83lb ft @ 5,800rpm
Top speed: 130mph (est)
Fuel tank/range: 7.0 gallons/ 280 miles
Verdict: All the right ingredients for a fine adventure/touring bike and, finally, none to spoil the taste. It’s been a while since we’ve given a Guzzi top marks, but it’s well deserved.
Telegraph rating: Five out of five stars
> RIVALS; Moto Guzzi Stelvio V8 Competitors
> BMW R1200GS, £10,550
The bike that created - then defined - the adventure-bike class, and still the standard-setter. The stock tank size lets it down against the Stelvio 8V and with the options added it's a lot more expensive, but it remains almost a default choice.
>Triumph Tiger 1050 SE ABS, £9,899
The bargain in the class – the snarling, powerful Tiger is cheaper and has ABS and panniers as standard. It’s due for replacement in 2012 but appeals because it’s fast, comfortable and handles well. Always worth considering.
>Yamaha Super Ténéré, £12,999
A capable bike, but it offers nothing the others don’t. The heaviest of these machines, it’s less agile, with less low-rev pulling power. There’s none of the Guzzi’s character either, making it difficult to justify the price.