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Presentation of Moto Guzzi Stelvio

Moto Guzzi Stelvio: design perfected

Take the guesswork out of designing the Moto Guzzi Stelvio. This is what Guzzi’s interpretation of a travel enduro looks like.

Moto Guzzi remains surprising: after the announcement of the Stelvio in the spring of last year, its non-presentation last autumn and its sudden reappearance in January of this year, the entire motorcycle was recently put on stage at a dealership conference in Berlin. Just like that and very early.

According to information from Guzzi himself in MOTORRAD 4/2007, the Stelvio is bluntly aimed at potential BMW GS customers. The tank seat line in particular bears a strong resemblance to the Bavarian model, but the rear silencer of the Italian version was much more powerful. The Stelvio also has a half-shell cladding in the more common sense of the term, while on the BMW different, optically separated elements – two side covers, the duck’s bill and the windshield on top – form the windbreak. As specified by the GS, the height of the Stelvio’s disc is adjustable. Easy-to-grip screws on the pane frame make it easier to adjust the pane position. Two large round headlights give the Italian travel enduro an unmistakable face and promise good light output. A navigation device and carefully integrated case holder promote the tour suitability.

L.Slowly but steadily, more information about the new 1200 with four-valve heads is leaked to the public. MOTORRAD learned that the measures to improve the cooling of the two-cylinder go far beyond relocating the camshaft drive – now using a toothed chain – behind the cylinders. Lateral guide channels on the fairing direct the airstream flow specifically to the exhaust side of the cylinder heads. Like the cylinders, these are now surrounded by an oil jacket. Spray nozzles in the cylinder head also supply the area around the exhaust valves with cooling oil. This conversion of the traditional Guzzi concept to an air / oil-cooled engine is flanked by the use of a more powerful oil pump and an amply dimensioned oil cooler. He found an equally protected and well-watered place high up in front of the engine. Despite all these measures, the four-valve engine is only one and a half kilograms heavier than the two-valve engine.
Many of its parts – a well-informed source learned – had already been completed for series production, but Guzzi was currently still experimenting with two different cylinder heads; a variant that brings more performance and one that is cheaper to manufacture. However this question is decided, it initially concerns the Griso 8V. The Stelvio will probably go into production long after it, namely one year at the earliest.

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