Top test Moto Guzzi Stelvio 1200 4V

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Top test Moto Guzzi Stelvio 1200 4V
Bilski

Top test Moto Guzzi Stelvio 1200 4V

Top test Moto Guzzi Stelvio 1200 4V

Top test Moto Guzzi Stelvio 1200 4V

Top test Moto Guzzi Stelvio 1200 4V

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Top test Moto Guzzi Stelvio 1200 4V
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Top test Moto Guzzi Stelvio 1200 4V

Guzzi’s GS in the test

Karl Dall. The BMW 1150 GS got its nickname a few years ago due to its asymmetrical headlights. Marty Feldman should actually serve at the Stelvio. The actor and comedian who always looked like he’d been expecting something completely different when he stooped for the soap in prison. The machine’s two round, slightly curved headlights dominate the appearance of the latest creation from Mandello, Italy. The fact that the Stelvio was named after the Passo dello Stelvio, the Stilfser Joch, should set an example. It ranks among the top ten of the most demanding alpine passes with its 48 partly extreme switchbacks of the north-east ramp and 2757 meters of altitude.

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Top test Moto Guzzi Stelvio 1200 4V

Top test Moto Guzzi Stelvio 1200 4V
Guzzi’s GS in the test

Full gas test


Bilski

Can the Stelvio really keep up with the GS?

So it fits. Now the Guzzi with top tester Georg Jelicic in the saddle is at the starting point for the fast slalom of the top test course. After five or six runs, the tires are warm, and it’s getting serious. Georg has to accelerate at high speeds right from the start, then the Stelvio swings through the pylons. Lap time: 20.9 seconds, maximum speed: 104.2 km / h. This puts the Stelvio on par with the BMW GS (21 seconds, 104.7 km / h) and also the Triumph Tiger (20.3 seconds, 103.7 km / h). These values ​​are particularly noteworthy because the Italian with a full tank of 271 kilograms does not pass as a lightweight. Test driver Jelicic is surprised: ?? Anyone who lifts the Guzzi off the side stand for the first time and feels the weight can hardly believe how precisely this machine can be moved. ?? Even in the rapidly driven circular path, the new one does not need to hide from the competition, can hardly be disturbed by bumps and only touches down extremely late. A good start. But how does the Italian fare in everyday life on the street?

Return from the top test site. Full gas test. After four seconds down from the motorway parking lot, the clock shows 100 km / h. Up to 200 km / h takes 18 seconds, according to the manufacturer, a maximum of 220 km / h is possible. From 180 km / h the Stelvio begins to swing slightly around the steering axis. This movement does not cause concern and does not intensify with increasing speed, but it is bothersome. At this speed, the infinitely height-adjustable windshield should ideally be at the bottom. Turbulence is the least, because in the highest position a real hurricane rages behind the window, it is deafening loud.

When driving on the motorway between 160 km / h and 200 km / h, the Vau approves between 7.5 and eight liters per 100 kilometers. 5.9 liters of Super are at a constant 130 km / h. Interesting: According to the on-board computer, regardless of whether it is a constant 130 or 170 km / h, 6.4 liters are always atomized through the injection nozzles. By the way: The fuel gauge consists of a three-part bar and is quite imprecise. The reserve lamp starts to light up when around twelve liters have been used, the tank holds 18. A fairly generous reserve. The next morning. On the standardized consumption round, the drinking habits in rural road operation are determined. Due to its tank shape, the Guzzi is quickly overfilled, it splashes out of the opening. After a two-hour drive on the country road, the Stelvio flared an average of 5.3 liters per 100 kilometers.

When strolling through nature, the power output of the engine can convince. The two-cylinder takes on the gas cleanly and smoothly, load change reactions are still limited despite the cardan, although they are sometimes accompanied by a metallic sounding tone at low speeds. At cruiser speed around 100 km / h, the V2 turns a calming 3500 rpm in sixth gear. That’s the way to live. Massaging waves of combustion, a full 90-degree beat, wonderfully muffled thundering from the aluminum rear silencer and happy push mode grumbling when you turn off the gas. It could be so nice …

V-heart and gear

If you didn’t have to shift down two gears to overtake quickly. Because: at 4000 rpm, the mountain of torque kinks, the machine loses almost 15 Newton meters? a clearly noticeable drop of almost 20 percent. Anyone who does not downshift when overtaking, but pulls the 50th throttle valve open as far as it will go, experiences with horror how the 1200er struggles through the valley of tears.

But then it turns out to be a real joy. The four-valve engine burns its bonfire between 5000 and 8000 rpm. And that inflames fans and skeptics alike. It is a wonderful feeling to see how casually the 100 horses rush out of the paddock, how willing the four-valve engine is in the upper third of the speed. This is where he walks the calmest. Nevertheless, you can literally feel how the mighty 95 pistons slide in the liners. Senses every stroke. Feel the V-heart pounding. Moments that you don’t want to miss. Emotional feedback: gigantic. The rev limiter ends the orgy at around 8500 rpm. The upcoming gear change brings unrest to the chassis. A huge jolt makes it fidget for a split second? Load change reaction. It has less to do with the transmission. The gears lock precisely, the shift travel is short, the actuation force is relatively low. What you can’t say about the clutch: It requires at least three fingers over the long term.

When it comes to engine tuning, the Stelvio has both light and shadow. On the other hand, it will be consistently sunny in the section on chassis and ergonomics. To be clear: The Stelvio is a trump card of a bike. Very wide handlebars, high center of gravity, plenty of space for driver and passenger ?? in no way does one feel cramped. It’s like in the S-Class. That’s why you don’t expect it to spin around almost like a Golf GTI. And then he is all the more surprised that the Guzzi almost automatically falls into an inclined position. You practically only have to think about it. Nothing has to be balanced with the legs or the handlebars.

The curve swing works as harmoniously as with a Boxer GS despite the lush 180 mm rear tire. Put on? Very late. Rather still in two-person operation. And then with the main stand. The driver has his sights on his target, the machine follows the targeted line with almost millimeter precision. And she sticks to it too. The steering behavior is flawless, and the Guzzi remains very stable even in fast corners.

Comfort and braking


Bilski

The alternative to the GS? For someone who likes air-cooled Vaus, yes.

The suspension travel is tight at 170 millimeters at the front and 155 at the rear for a travel enduro. And accordingly, the Stelvio is also quite tightly tuned. Desires for comfort are still satisfied. The Boge shock absorber in particular made a very good impression, even though it often worked the last third of the way in the pillion rider. A 50s upside-down fork from Marzocchi dampens the front, but it could be more sensitive. This is particularly annoying on the separating joints of the concrete slab highways or on third-order country roads. In general, the Stelvio is only partially suitable for off-road excursions due to the mounted, street-oriented Pirelli Scorpion Sync. Here it has clear disadvantages compared to the BMW. On the one hand due to the high weight. On the other hand, because of their relatively high center of gravity and, last but not least, also because of their performance deficit? targeted drifting is simply not possible because of the enormous drop in performance. However, contemplative enduro hiking does.

And if a tractor suddenly gets in the way: You can rely on the brakes. The radially screwed four-piston fixed calipers decelerate perfectly. The rear brake provides optimal support, is also very easy to adjust and, given the weight distribution from 47 percent at the front to 53 percent at the rear, it should also be used. The ABS developed by Brembo was still missing on the test machine. It should cost 600 euros and be available from September. Cases are available in three color variants, cost: 667, 80 euros. Marty Feldman was known and loved during his lifetime and had many fans. It remains to be hoped that the Stelvio might succeed in the same.

Data Moto Guzzi Stelvio

Ready for the terrain? Limited. The low ground clearance of 17 centimeters sets limits early on.

engine
Air / oil-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lengthways, one overhead camshaft, four valves per cylinder, rocker arm, wet sump lubrication, injection Ø 50 mm, G-Kat, alternator 550 W, battery 12 V / 18 Ah, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan shaft, secondary ratio 3.667.
Bore x stroke 95.0 x 81.2 mm
Cubic capacity 1151 cm³
Compression ratio 11: 1
Rated output 77.0 kW (105 PS) at 7500 rpm
Max. Torque 108 Nm at 6500 rpm

landing gear
Bridge frame made of steel, upside-down fork, Ø 50 mm, adjustable spring base, rebound and compression damping, two-joint single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear , Ø 282 mm, double-piston floating caliper.
Spoked wheels with aluminum rims 2.50 x 19; 5.50 x 17
Tires 110/80 ZR 19; 180/55 ZR 17
Pirelli Scorpion Sync tires tested

Dimensions + weights
Wheelbase 1535 mm, steering head angle 63.0 degrees, caster 125 mm, suspension travel f / r 170/155 mm, permissible total weight 475 kg, tank capacity / reserve 18.0 / 4.5 liters.

Service data
Service intervals every 10000 km
Oil and filter change every 10000 km
Idle speed 1100 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.8 (2.5 / 2.8) bar
Two year guarantee
Colors white, black, red
Price incl. 12750 euros

Conclusion


Rossen Gargolov

Solid but effective: the height-adjustable windshield.

A good shot. At least on the chassis side, the Stelvio 1200 4V is state-of-the-art. The power output of the two-cylinder is anything but optimal from a tourist point of view. More power should be available especially in the lower and middle speed range, the torque drop at 4000 rpm is bitter.

Noticed

plus
+ Visibility: Relatively good visibility through mirrors that protrude far. Only at speeds above 6000 rpm do vibrations distort the view to the rear

+ Seat height: The seat bench is height adjustable using a simple plug-in system

+ Lighting: switch unit for the use of fog lights is provided

minus
– Workmanship: Carelessly laid cables, poor paintwork, a peeling seal on the side compartment and corners that were not deburred did not make a good impression on the test motorcycle

– Breakdown: During a test drive in the rain, the speedometer and on-board computer temporarily failed, the engine stuttered

– Refill oil: In order to get to the dipstick and the opening, a cover must first be unscrewed. An adventure when the engine is hot

?? Risk of burns on the hot manifold pipe

Comments MOTORCYCLE scoring

engine
Please touch up: The pronounced lack of performance of the engine in the middle speed range extends the acceleration time and spoils the pulling power. In addition, the clutch is stiff and the V2 did not always start reliably after the first few turns of the starter. The load changes are harsh, and even mechanically hard at slow speeds. Whereby the smoothness at speeds above 5000 rpm is even good.

landing gear
The handling of the 271 kg bolide is primarily a positive surprise. The Stelvio is precise, easy to handle and practically inclines itself in an inclined position. Thanks to the tight chassis set-up, it remains stable when cornering. The machine can hardly be impressed by the two-person operation either, but the high-speed stability could be improved: Above 180 km / h the Guzzi swings around the steering axis.

everyday life
First class: There has rarely been such luxury for passengers. The knee angle for the pillion passenger is very relaxed, the seat large and comfortable, and the ability to hold a seat is good. The driver also sits well, although the seat could be a little softer. There is more to complain about when it comes to processing: some parts are carelessly painted and deburred, cables are laid carelessly. In addition, water penetrated the electronics during the test drive and paralyzed the on-board computer.

security
Best origin: The braking system is identical to the one in super sports machines and decelerates the machine perfectly and without fading. The rear brake can also be adjusted perfectly. When accelerating violently over bumps, the driver must expect kickback.

costs
Easy to drink: When driving in the upper third of the engine speed, where the engine is fun, the Stelvio consumes between seven and eight liters per 100 kilometers.

Price-performance ratio
In the sum of its properties, the Stelvio is far behind the GS. The high cost price is disappointing in relation to the points received.

Success track or offside trap?

Tough competition: the Stelvio has to be measured against the BMW GS 1200.

Concepts can be copied. Image, however, does not. In this point, BMW is setting the bar enormously high with the 1200 GS. As far as the concept is concerned: For the top test of the Stelvio, MOTORRAD had a Boxer GS ride along in a direct comparison. The Guzzi cannot hold a candle to BMW in the points assessment, is 84 points behind, but the Italian is close to the Bavarian in some disciplines. Above all, the balanced steering behavior, the ease with which the Stelvio slopes and follows the ideal line ?? the GS cannot do that any better. And also the feedback? constant criticism of the GS? is more pronounced in the chassis of the Stelvio, as the Italians rely on a conventional telescopic fork instead of a rather rigid telescopic elevator.

The tuning of the engine on the Stelvio is less successful. Because a bike designed for tourism does not need its performance in the upper speed range. The GS leads the way: pressure in the lower speed range and balanced power in the middle. Only above 160 km / h ?? speak from 5500 / min ?? the Stelvio seems more motivated and agile than its Bavarian model. This is due on the one hand to the V2’s ease of revving and on the other hand to a short translation. If you want to be on the highway quickly, you are better off with the Guzzi. Especially because the two hardly differ in terms of wind protection.

It remains to be seen whether the luggage system will be as sophisticated as that of the GS. In the sum of the virtues, the GS remains the milestone. Not least because it can also be moved very easily and safely off-road.

The Quattrovalvole engine


Graphics: IMM

The new engine is bolted to the chassis in six places.

With the Quattrovalvole engine, Guzzi returned to four-valve technology. The 1151 cm³, still air / oil-cooled two-cylinder made its debut last year in the Griso 8V. Even then, the MOTORRAD test bench revealed a significant drop in torque between 3000 and 5000 rpm. In the Stelvio, this torque slack is even more pronounced despite different timing and slightly lower peak performance.

Compared to the time-honored 1100 two-valve engine with a camshaft located below and bumper technology, hardly any component remained untouched. The housing of the engine, which weighs 63.8 kilograms, has become more voluminous in order to accommodate the longer-stroke, yet lighter crankshaft. The increase in displacement is also achieved by drilling holes three millimeters larger. The overhead camshafts are operated on the rear of the engine via spur gears and a chain. In the front, a belt drives the high-enthroned alternator. Rocker arms operate each of the four valves. With a shaft diameter of just five millimeters, these are particularly delicate in order to enable high speeds. The exhaust valves, which are more thermally stressed, are additionally supplied with cooling oil via two bores. just like the piston crowns, onto which additional lubricant is fed via spray nozzles. To ensure this, two coaxial oil pumps are installed which, with a delivery rate of 25 liters per minute, are supposed to keep the heat balance of the 90-degree giant within healthy limits. In this context, the oil channels in the crankcase were relocated so that they run as far away as possible from the heat-radiating manifolds.

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