All Tests – Test Moto Guzzi Stelvio 1200 8V: the beautiful evoluzione! – The Stelvio is ready …

Posted on by admin

Moto Guzzi Stelvio 1200 8V test: the beautiful evoluzione !

All Tests - Test Moto Guzzi Stelvio 1200 8V: the beautiful evoluzione! - The Stelvio is ready ...

In 2011 at Moto Guzzi, the Stelvio 1200 8V succeeded the Stelvio 1200 4V. Site had the opportunity to test the novelty as well as its version more adventurous than ever, the NTX, on the pretty roads of Tuscany. Test: avanti !

The Stelvio is ready…

Delicate to ride – especially in its NTX version with the suitcases very apart which require a certain agility -, the Stelvio is not a priori intended for small sizes. Better to have long and solid legs to handle the full 257 kg made of this rather high motorcycle (272 kg for the NTX).

Likewise, the harsh clutch control will require a bit of bodybuilding to face city trips or small roads requiring to play with the box. Fortunately, the left lever – like the right – is adjustable in spacing and allows to optimize the grip of each.

Once the bike is perfectly vertical, a pressure is enough to wake up the transverse V-twin … provided you have retracted the side stand! Placed very forward, it also requires some practice to be stored and deployed.

Note also to avoid forgetting that the dashboard of the Stelvio is always equipped with a crutch indicator. Still on the counter, aficionados will appreciate the new fuel gauge "and its six large bars, which integrate the digital screen of the on-board computer on which are displayed the instantaneous and average consumption, the average speed, the travel time and the maximum speed", in addition to mileage trips (one total and two partial).

The hunt for GS continues !

Launched in 2008, the Stelvio 1200 4V had only one goal: to compete with the R 1200 GS. "If the Norge is a pure Moto Guzzi product, the Stelvio is a pure marketing product.", the Italian communication manager of Moto Guzzi confides in us. In France, the Italian has not had the expected success (52 registrations in 2010), but"in Italy, the Stelvio sells better than the Norge and it achieved its best score in Germany … That’s a good sign, no ?", continues our interlocutor with enthusiasm.

With its Stelvio 1200 8V, Moto Guzzi is getting closer to the BMW benchmark. But the product is not everything: a solid network and an efficient after-sales service are also necessary! Italians say they are active in these areas too: to be continued !

Barely started, the engine drives the bike into a general thrill far from unpleasant: handlebars, saddle and footrest wriggle to the rhythm of the two large pistons. A blow of gas in neutral and the reversing torque makes the right leg of the pilot extend: we are of course on a Guzzi !

Confusion with a flat twin is indeed impossible, as the sounds between the Munich engine and that of Mandello del Lario differ. Likewise, fans of big trails will instantly notice the Italian’s overweight: the NTX weighs 16 kg more than the GS Adventure and 1 kg more than the Super Tenere First Edition (with suitcases therefore).

For the rest, in the absence of a direct comparison, the driving position is quite similar to that of the GS: high and very wide handlebars, high and wide saddle, fairly low footrests and coated with rubber. We feel ready to ride for a long time, and even "very" a long time thanks to the new capacity of the tank !

The turning radius and the sufficiently thin Scorpion Trail tread – as a reminder, the width of the rear tire melts by three centimeters in 2011 – make the machine easy and pleasant to drive in the streets, avenues or tiny roads around Florence, but also from Paris, Besançon or Perros-Guirec !

On the more rolling axles, it is the stability of the front axle (27 ° of chassis, that helps!) Which appeals and makes it possible to drive at a good pace. On the other hand, the series of small curves require a good dose of elbow oil, the latter heating up quickly by pushing and pulling the handlebars..

On the other hand, the pilot will not have to complain about his right wrist and its incessant rotations: the engine of the Stelvio responds generously to requests, whether we are at 3000 or 6000 rpm! As the Moto Guzzi technicians promised us, the Stelvio seems a little more nervous than the Norge.

In addition to the modifications made to the mill itself, to explain this impression, let us evoke the presence on the trail of a primary gear ratio a suspicion shorter than that of the road, for a final report and gear ratios kept as they are – except for the last two speeds, so as not to gallop the engine too much on the motorway.

In addition, the high suspensions (170 mm travel at the front and 155 at the rear) greatly contribute to this sensation of power by working more than those of the Norge under acceleration, as well as braking. !

Fully adjustable, the fork in its original configuration, however, handles heavy braking well. The front axle does not scull when taking – or returning – the brakes on a curve, or when driving on a poor surface: this is reassuring, especially on a machine of this type. !

The rear shock, which has preload and rebound settings, readily matches the 45mm Marzocchi in front of it, so the Stelvio never loses its course. What familiarize you with the performance of an R1200GS? To be checked during a next comparative test Site…

On the braking side, the feel of the front brake may disappoint the most athletic, or even surprise novices. The time that the pistons bite the disc – we note on occasion that they are thinner than those of the 4V to gain weight and better dissipate heat … but lose longevity -, then that the fork settles , and the pilot’s fingers are already gripping the lever a little too much.

The first braking therefore lacks softness: progressiveness and the right dosage come with practice! The passenger should not make fun of the rider and rather stick to the handles provided for him because some pants tend to slide on the new saddle cover of the Stelvio.

A few short escapades in the grass – voluntary, should it be specified? – and accelerations on gravel were enough for us to confuse the inefficiency of ATC: throttle open wide, the rear wheel slips without ever being reasoned. Off Road pros won’t even have to disconnect the system to make large, brave commas on the dirt !

Unfortunately, the ride during this press presentation only lasted around a hundred kilometers during which we were unable to test the extent of the capabilities of this new Moto Guzzi, especially at high speed. During our rare small spikes (143 km / h maxi recorded), the protection seemed good to us on the Stelvio and impeccable on the NTX..

Despite the brevity of this contact, one thing is clear: the Stelvio is indeed ready to face the R1200GS. During our maxi trails comparative test (read), we observed that the Multistrada was not an "Italian GS" .. Well the Stelvio is one! To follow on the Site: stay connected !

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *