Menus
- The Mandello wader gets better for 2011, both in style and in dynamics
- Let the charm work
- Discovery
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- Conclusion
The Mandello wader gets better for 2011, both in style and in dynamics
Efficiency, seduction and character, the Stelvio can be summed up in these three words. And in many others, as this trail is endearing and successful. All-round synthesis of Moto Guzzi know-how, the Mandello stilt-walker is improving for 2011, both in style and in dynamics..
Let the charm work
Descendant of the Quota 1000, the Stelvio, presented in 2007, began its career in 2008. Immediately posing as a real alternative to the hegemonic BMW R 1200 GS. The Transalpine then evolves over the years, refining its weapons. And she has no shortage of it. Remarkably designed, the Italian wader boasts a particularly lively cycle part but above all an engine with exclusive charm. The 2011 vintage further improves these points and also takes care of the details of comfort and coziness. More than ever, this road adventurer strives to honor her surname, a reference to the highest road mountain pass in Italy, perched at an altitude of 2,758 meters and embellished with 84 bends…
Discovery
Aesthetically, the evolution is done by discreet touches. Breaking with the good nature of its previous opus, the Stelvio dresses its large front face with more dynamic lines. However, her personality remains intact, always favoring a certain elegance. Thus, avoiding the compulsive recourse to the duckbill, a mimetic appendix of many big trails, the Italian remains seductive. Capped with a new bubble retaining its efficient manual adjustment, the dual lens is now sharper with the addition of an additional cap. This look is framed by the flats with the flowing lines of the sides, supporting the scoops and joining their shape to compose the tank.
The new canister sees its capacity almost doubling, passing to 32 liters! A generous and welcoming two-piece saddle with carefully crafted volumes is still supported on it. As before, the passenger seat receives two large grab handles on either side. Notably airy, this rear loop still has, at its end, its efficient luggage carrier and graceful LED lights. Finally, this stern is underlined by a sophisticated pentagonal silencer with satin coating. Passengers will appreciate the protection finally available at the base of the exhaust.
To support the machine, we find the discreet tubular steel frame, with double upper beams. Its surprisingly fine structure adds to the impressive twin in V at 90 ° as a supporting element. Entirely coated in black, only the aluminum cylinder head covers contrast on the high engine. Offered here in its latest version called 8V, the Italian air-cooled block still has four valves per cylinder. Its distribution by simple camshaft at the head, however, displays a more aggressive profile. Likewise, the refined injection intake is supposed to provide better performance and comfort to the 1,151 cc. Maximum power is now reached 250 rpm earlier, at 7,250 rpm, but above all it improves torque. Available 600 rpm lower, 11.3 da.Nm at 5,800 revolutions / minute energize the long-legged traveler. This mechanical force is imparted by a longitudinal crankshaft, to the usual shaft and cardan transmission of the brand.
To curb this good health, Moto Guzzi now offers a deactivatable torque limiter (ATC), modulating traction on slippery roads or roads. This traction control only manages the ignition, the Stelvio being devoid of a ride by wire system, two four-piston calipers and radial mounts up front, biting 320mm discs. In contrast, a two-piston element clamps a 282mm disc. The system is also equipped with an ABS disconnectable from the handlebars by a dedicated control.
Provided by an inverted 45 mm fork, the damping of the steering gear is adjustable in preload, rebound and compression. Note the 27 ° hunting angle, a guarantee of liveliness. The rear shock absorber is also adjustable in any direction. Appreciable, the single-sided swingarm visually frees the rear wheel, highlighting the new multi-spoke aluminum rims. These adopt particularly practical angled valves.
Particularly slender, the Stelvio in no way betrays its 290 kg once ready to cut the road. The crutch on its central is bluffing of ease, whatever the ground, demonstrating the excellence of the distribution of the masses. Likewise, the easily graspable side support ensures a low inclination to lift the machine effortlessly. The overall finish is also very satisfactory. Special mention for the oil dipstick with a very practical ring to grab it.
In the saddle
Going from 840 to 820 mm, the seat can easily be adjusted in height thanks to the judicious orientation of the silent block under the rider saddle. Particularly generous and dense, its cut remains quite thin at the crotch, allowing clear support on the ground …. for those over one meter eighty. Just as airy, the wide handlebars with variable diameter require you to lift your arms slightly to grab it. Bust straight, legs slightly bent, the induced position is comfortable. Soft protectors adorn the knees with possible supports with the intake pipes. The passenger also receives a careful welcome. Sheathed footrest, wide and studied seat offer a lot of ease.
Once positioned, we dominate an austere but neat cockpit. A touch of Latin exuberance would be welcome. Saddles and top tee are qualitative but their design could be more flattering. We regret the opening of the frame left visible by the tank and the abandonment of the small lockable chest, record autonomy requires. On the other hand, the levers are adjustable in spacing and a second 12 volt socket (the other is still under the saddle) appears next to the instruments..
These consist of a large analog tachometer and a digital window. The latter includes tachometer, fuel gauge, odometer, clock and exterior temperature. In the lower part scroll, via the wheel of the left stalk, two partials each comprising: average speed, maximum speed, average consumption and travel time. It is also possible to deactivate the traction control, display the battery charge or configure the on-board computer. As on the other models in the range, apart from the very latest California 1400, this computer has a boring display slowness. We will also regret the white background tachometer of the previous model, rewarding and less prone to reflections..
More sympathetic, the ignition key at the flattened end makes it easy to adjust the trigger of the fork. We will use the same "tool" on the shock absorber, with however a screw less obvious to reach. The adjustment of its preload by means of a wheel is much more accessible, on the left side, although a little close to the frame tubes.
In the city
In a low growl, the Italian wader snorts, shaking its spine from left to right, with each gas stroke. This mechanism knows how to reveal an unparalleled life, regaling its pilot with sensitive but contained vibrations. Faithful to tradition, the box marks the passage of the premiere with an audible indicator. The next moment, the twin takes the crew with force and enthusiasm. But, as with its predecessor, its ease of handling is surprising. Remarkably balanced, the machine does away with the slowdowns and other usual slaloms of urban traffic. Likewise, the first angle grip demonstrates excellent agility accentuated by the large lever arm of the large handlebars..
Dominating most vehicles, it is easy to navigate. Soft, the gearbox ideally supports the flexibility of Mandello del Lario’s big twin-cylinder. Easily picking up less than 2,000 laps until 5th, the Stelvio is intuitive in this narrow universe. However, its 1,151 cm3 remain highly available, making the migratory eagle spring up from the flowing stream. The need to stretch the connecting rods is urgent for this devourer of space.
Motorway and expressways
Arrived at the end of the runway, your bomber takes off towards the horizon, signing its take-off with an ample and sustained rumble. Stalled on the last gear, the legal cruising speed makes the Transalpin unit purr at 4,500 rpm. Well sheltered behind the new bubble, larger, covering head and shoulder in the high position, we still feel a rise of air in the belly. Prominent, cylinder heads and manifolds noticeably protect the legs without however offering a total parry. The set nevertheless makes it possible to tackle long distances without fear. We regret the absence, as standard, of hand guards, very useful when cold and rain are combined again..
For now, let’s push the metal heart of our Stelvio. Offering little inertia, the unit’s revs are pleasing. If the sixth pulls a little long, the Italian trail easily hooks 200 km / h at the peak of its power, with a maximum of 211 km / h at 7,500 laps. Lowering his head to make allegiance to the laws of dynamics, the protection remains nevertheless very correct at such a fast pace.
Rather at ease in this road exercise, the Guzz ‘mounted on stilts, however, deserves better than these endless stretches.
Departmental
Watching the road with its sour gaze, the Stelvio becomes the imperial eagle of agility on the secondary network. The excellent weight distribution works wonders, further enhanced by a Pirelli Scorpion Trail 150 tire at the rear. Particularly responsive, the wader moves from one angle to another with exciting vivacity. The powerful relaunches throw it on the next curve with recklessness but also serenity, only limited by the friction of the footrest lugs. However, its heavy weight tempers the mad enthusiasm at a high rate, in the tight ferrule. Not that the Italian is reluctant to do so, but the mass transfers are accentuated then, hampering her natural facility. But how can you resist the hectic invitation of the jovial twin-cylinder??
Particularly available, its strength is matched only by its reach, leading the crew with vigor and a hint of inimitable ample vibrations. Chaining the turns, the Transalpine plays the elegant whirring, rewarding its pilot with some sonorous tailpipes.
To slow down the tempo, the on-board system works with mastery. The radial callipers provide excellent decelerations, delivering a contained attack and appreciable progressiveness. The rear element effectively supports the jaws of the steering gear, without inadvertent blocking of the wheel. As for the ABS, it is triggered late, without excessive intrusion. The torque limiter, although it does not show perfect reactivity out of bitumen, still provides better grip control on asphalt. Not insignificant because the injection still reveals a lack of smoothness, sometimes causing a go-around which is still a little abrupt.
Part-cycle
Finely studied, the geometry of the Stelvio gives pride of place to dynamism. Rigid, precise, the high Italian also has a high quality fork, limiting dives as much as possible when applying the brakes. Its flexible basic setting will be ideally reinforced and the hydraulics braked for better pleasure. The same goes for the shock absorber. So even more homogeneous, the Stelvio can follow an unbridled rhythm to the song of its sassy V-twin..
Braking
Adapted to its road profile, the on-board equipment gives complete satisfaction. Progressive, powerful, the assembly now benefits from disconnectable ABS.
Comfort / Duo
GT raised, the Stelvio offers an excellent aptitude for long courses. We still regret the absence of standard handguards. Flexible and of quality, its suspensions absorb small or large defects of the bitumen with the same ease. Easily adjustable, the damping is combined with a particularly pleasant upholstery. Large and dense, the studied seat will limit any slips of the accompanying person. Pilot and passenger benefit from equal comfort, a welcome giving fearless access to the long stages authorized by their autonomy.
The trail can accommodate either the suitcases of its NTX twin, or the profiled luggage of the Norge. The former are attached to additional tubular plates, the latter to the lugs on the rear shell..
Pre-wired, the Stelvio can easily adopt heated grips and long-throw projectors. The larger NTX screen also adapts for added protection. Finally, the double optic projects a wide beam, transforming the eagle into a night owl.
Consumption
Now carrying 32 liters of unleaded, the tank will empty at an average rate of 6.5 liters per 100 km traveled. Plan your departure accordingly because once on the road, you will have to wait 450 kilometers before getting off your mount.
Conclusion
This slight rework immediately gives the machine a more dynamic style and handling. Undoubtedly the most successful model of the Mandello firm, the Stelvio amply deserves its status as the best challenger against the BMW R 1200 GS. Embarrassed by a recurring overweight, the Italian leaves to the German her "teu-tonic" efficiency and her valve sound, draping herself in her inimitable Latin charm and her song devoid of artifice. This register also makes it an outsider of choice in a booming segment where many other novelties are emerging..
On the price side, the Stelvio 1200 8V ABS (and ATC included) is displayed at € 14,390. Particularly competitive against the Germanic GS (14,250 € excluding electronics but 15,500 € with comparable equipment and even 17,499 € with BMW pack), the Italian shows the difference with the VFR 1200 X Crosstourer ABS. Incorporating coupled ABS braking, latest generation anti-slip and high-performance acatene transmission, the V4 trail claims € 13,990. Closer, the Triumph Tiger Explorer 1200 is sold for € 14,890, seduction not included, and Yamaha sets the price of its XTZ 1200 Super Tenere home at € 14,999. The hold-up is signed by Kawasaki, with its Versys 1000 ABS priced at € 12,499. Built around a new four-cylinder, it also offers high-end comfort and traction control. It remains to deal with a massive aesthetic and especially the absence of gimbal! It is also the only one to ignore this transmission with the KTM 1190 Adventure + EDS TPMS at € 13,990, the latter claiming, like the Munichoise, to real skills outside asphalt..
Finally, competition is even shaping up within the Piaggio group with the arrival of an Aprilia Caponord. However, faithful to the separation of powers, the latter, centered on sport, aims much more at the almost lewd behavior of another Italian: the DucatiMultistrada 1200 ABS, € 16,690.
In the midst of this bloated offer, the Stelvio has solid arguments, placing it in the benchmark trails. Given the current dynamism of the Transalpine brand, an evolution of this model incorporating more engine electronics (ride by wire, multi-mode traction control) should quickly see the light of day. Now an iconic Moto Guzzi machine, the Stelvio charms again and again, to the rhythm of a largely modernized mechanical tradition..
A choice of esthete and gourmet that concrete efficiency leaves nothing to be desired, the Stelvio will enthrall your senses like few other versatile machines, taking your heart to the limit..
Strong points
- Rising engine character
- Cycle part balance
- Exciting sound
Weak points
- Absolute weight
- Dashboard a little sad
- Optional handguards
Datasheet
Competitors: BMW 1200 GS, Ducati Multisrada 1200, Honda Varadero 1000, Honda Crosstourer 1200, Kawasaki Versys 1000, KTM 990 SMT, 1200, Triumph Tiger Explorer 1200, Yamaha XTZ Super Tenere 1200
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