Moto Guzzi Stelvio ABS - Motorcycle Consumer News

Model Evaluation
GUZZI FANS are nothing if not passionate. When
recent word came down that parent company Piaggio
had temporarily shuttered Guzzi’s historic Mandello
del Lario factory and laid off some of its workforce while the
factory underwent refurbishing, conspiracy theorists howled that
this was the end for Italy’s oldest continuously operating motorcycle manufacturer. Not only did the Guzzi faithful refuse to
stand for any talk of the brand’s dismissal, they vehemently
insisted that Guzzis continue to be produced only in Mandello del
Lario! Passionate characters, indeed!
Unfortunately, in the past, Guzzi fans have been a passionate
minority, even among Italian motorcycle marques, as widepsread
rumors of negative dealership experiences brought on by scarce
parts supplies dissuaded potential Guzzi buyers.
But since the company’s purchase by Piaggio in 2004,
redesigned products with dramatically improved quality control
have been rumbling out of Guzzi’s factory doors. Looking toward
the future, the company has confirmed that Guzzis will continue
to be produced in the same factory they always have been, and
with the appearance of the breathtaking Pierre Terblanchedesigned concept models unveiled at the recent EICMA Milan
Motorcycle Show (see World Motorcycling, page 10), it appears
as though Moto Guzzi’s best days are ahead of it. The 2010 Moto
Guzzi Stelvio ABS only reinforces that belief.
Introduced in 2008 as a replacement for Moto Guzzi’s Quota
adventure motorcycle, the Stelvio is named after the legendary
Stelvio Pass, a winding mountain road in the southeastern Alps
that has drawn motorcyclists from around the world to experience
its magical charms, the Stelvio ABS has been enhanced via minor
revisions to increase its performance. Of course, the biggest news
is that it now comes standard with ABS, which bumps its MSRP
up $1000, from $14,990 to $15,990.
M
roadster and has since become the single
biggest engineering blessing bestowed
upon Moto Guzzi by Piaggio. However,
for 2010, Moto Guzzi engineers have
attempted to better tailor the Stelvio’s 4V
engine by swapping camshafts with
shorter duration than the Griso’s and by
fitting new injectors, revising the airbox
design and re-mapping the ECU. Dimensionally, the Stelvio’s bottom end remains
unchanged, with a 95.0 x 81.2mm bore and
stroke yielding a displacement of 1151cc
and a compression ratio of 11:1.
The cam change definitely alters the
character of the Stelvio 4V, especially
when compared to the Griso 8V tested in
our May 2009 issue (4V, 8V—it’s the
same thing, and Moto Guzzi ought to
choose one engine designation or the other
and stick with it for consistency’s sake).
The Griso peaked at 94.75 hp, and the
Stelvio makes nearly 10% less peak
power, producing 88.35 hp @ 7000 rpm.
However, it also makes nearly 10% more
torque than the Griso—74.18 lb.-ft. vs. the
Griso’s 71.3 lb.-ft.—and that peak torque
comes in 1000 rpm sooner. More torque at
lower rpm manifests itself in a much
smoother-running engine for the Stelvio than the Griso. Whereas
the Griso had a canyon-deep torque dip that hurt its driveability
between 3000 and 5000 rpm, the Stelvio’s tune-up fills the hole
nicely. In fact, other than a slight increase in vibration as the
tachometer sweeps through that part of the rev range, any lack of
mid-range torque in the Stelvio is imperceptible.
It certainly wasn’t missed during our performance testing, where
the 612.0-lb. Stelvio registered a 130.7 mph top speed and a best
quarter-mile run of 11.94 sec. @ 111.20 mph, while going from
0–60 mph in just 3.91 sec. Those numbers are surprisingly close
to the 11.80 @ 114.8 mph and 3.81-sec. 0–60 mph time posted by
the BMW R1200GS tested in our September 2008 issue, especially when you consider that the Stelvio weighs 75+ lbs. more than
the GS.
Numbers aside, the Stelvio engine will charm you with its
warm, friendly character. Whether on city streets, freeways or
our favorite canyon roads, the Guzzi twin made us smile from earto-ear with its smooth and steady pull, mildly hot-rodded exhaust
note and internal cadence that somehow feels more organic than
mechanical. It is far from vibration-free, but what little shake
does creep through is of such low frequency that it doesn’t cause
your hands to tingle. Throttle response is excellent in all conditions, suggesting that whatever changes Moto Guzzi made to the
EFI and the ECU were spot-on, although here again we’d bet that
the revised camshafts are the greatest contributors to the Stelvio’s
endearing personality.
The Stelvio ABS is also well-mannered in the shifting department, thanks to its 6-speed transmission and twin-disc dry clutch.
Shift action is slick and precise, clutch engagement is light and
smooth, and the transmission ratios feel rangy but not overly tall.
Our test bike motored along at a casual 3775 rpm at a true 65
mph while averaging a respectable 35.5 mpg.
Engine/Transmission
Chassis & Suspension
The heartbeat of the Stelvio ABS continues to come from the
smooth-running, solid-performing air/oil-cooled SOHC 4-valve
90° V-twin that first appeared in Moto Guzzi’s Griso naked sport
Unchanged since its introduction in 2008, the Stelvio ABS
chassis is constructed from tubular steel and uses the engine
as a stressed member. Its wheelbase is 61.4", and its 27° rake
Moto Guzzi Stelvio ABS
Is It The Perfect Answer
To BMW’s R1200GS?
by Scott Rousseau
OTO
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FEBRUARY 2010
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MOTORCYCLE CONSUMER NEWS
and 5.00" are appropriate for a motorcycle with adventure
touring intentions.
The biggest complaint of most shaft-drive motorcycles is that
the shaft system unsettles the rear suspension, commonly
referred to as “jacking” when the pinion gear on the shaft climbs
the ring gear during acceleration. Moto Guzzi’s CARC (Cardano
Reattivo Compatto) compact reactive shaft drive combats this
via a linkage system that cancels the torque forces placed on the
Stelvio’s aluminum swingarm, and it’s so effective that you
almost forget you are riding a shaft-drive motorcycle. The
Stelvio also doesn’t buck or pitch when the throttle is chopped,
the CARC preserving the comfort of the ride.
As one might expect from a motorcycle with such a long
wheelbase, the Stelvio is rock stable in a straight line, but it is
also more than willing to tackle twisty tarmac at higher speeds.
Its steering is deliberate enough that you won’t mistake the
Stelvio for the Yamaha R1 tested elsewhere in this issue, but the
Stelvio is willing to carve graceful turns. For such a heavy
motorcycle, its agility is impressive, and its lean angle is decent.
However, one of our more experienced testers was able to easily scrape the kick stand when
hauling the Stelvio through lefthand turns.
The Stelvio’s 50mm Marzocchi Magnum fork and Sachs
shock have a lot to do with its
cornering prowess as well as its
comfort. The Marzocchis are
adjustable for preload as well
as compression and rebound
damping. The left leg handles
compression damping and the
right handling rebound damping. Typical of Marzocchis, the
screw-type adjusters do not
use clickers to determine adjustment increments.
As delivered, our fork and shock were too soft and tended to
make the Guzzi feel overweight and heavy-steering. We found
the stock setting to be two complete turns out from maximum
compression damping and two turns out from maximum
rebound damping. Turning both to one full turn out from maximum solved the problem with the front end, while a simple
twist of the preload adjuster to dial-in the shock for test rider
weight was enough to balance the suspension. Overall bump
compliance is very good.
Brakes, Wheels & Tires
As much as we appreciated the performance of other components on the Stelvio, its Brembo brakes are among the best feeling and most powerful binders on any motorcycle today—save,
perhaps, the Ducati Streetfighter S, and it doesn’t come with
ABS. The Stelvio’s dual front 320mm semi-floating rotors and
radial-mounted 4-piston calipers and 282mm rear disc with 2piston caliper were really able to pull the reins on the Stelvio
during our braking drills. By deactivating the ABS, our testbike went from 60–0 mph in a relatively short 120.79', with
fairly consistent stops in the 122–123' range—impressive for
such a heavy motorcycle. Activating the ABS option only added
less than 10' to the total stopping distance. Our best ABS stop
was 129.79'.
But quite frankly, the feel of the Brembos is as impressive as
their power. Feedback is excellent, allowing the rider to dial in
exactly the amount of braking force dictated by the seat of the
ol’ riding pants. And the ABS system is also quite competent.
We appreciated its ability to activate smoothly without sending
excessive feedback through the front brake lever. The rear brake,
however, is typical of many systems we’ve experienced, offering a firm, resistant feel at the pedal, as if the brake isn’t working at all, when the ABS is activated. All manufacturers—not
just Moto Guzzi—need to keep working to alleviate this type of
negative feedback from their ABS.
Like the BMW GS, the Stelvio rides on 2.50 x 19" and 5.50
x 17" spoked rims that are engineered for use with tubeless tires.
However, the BMW design places the spokes in the rim shoulders while the Moto Guzzi’s innovative design keeps the spokes
in the center of the rim by using sealed, solid nipples that can be
adjusted the same way as any spoked wheel.
We are also impressed with the Stelvio’s 110/80R19" front
and 180/55R17" rear Pirelli Scorpion Sync radials, which offer
an amazing degree of grip. They feel glued to the road. Interestingly, the Stelvio ABS was originally slated to be fitted with narrower wheels and tires as spec’d on the fully equipped Euro-only
Stelvio STX, but Moto Guzzi USA
personnel requested that the factory
stay the course with the Stelvio’s original tire and wheel widths, a good
choice since most Stelvios will spend
most of their time on the street rather
than in the dirt.
Controls & Ergonomics
A wide handlebar gives the Stelvio
rider a lot of leverage when negotiating turns, although some of our testers
thought that their rise is a bit too high
and suggested that the bars would be
more comfortable if they were rotated
back in the triple clamps.
The Stelvio’s seat offers plenty of
padding and a contour that is wide in
the rear but very narrow at the tank junction, enhancing leg
room and rider maneuverability and making it easier for inseamchallenged riders to reach the ground.
But while the Stelvio’s windshield does a decent job of protecting upper torso from wind and weather, and doesn’t buffet
the helmet at high speeds, its compact size combines with the
wide handlebar to leave the rider’s arms exposed to the elements. Cold-day riding left us wishing for heated grips and/or
handguards to deflect the wind. Moto Guzzi sells both items as
accessories for the Stelvio.
The Stelvio ABS shares the same easy-to-read instrumentation as its sister, the Griso 8V, with almost the same features,
including an analog tachometer, digital speedometer with dual
tripmeter function. Additionally, the trip computer offers lots of
information to the rider, such as current and average fuel
mileage, distance to empty, average speed, maximum speed and
ambient temperature. All trip computer information is easily
accessed via a toggle switch on the left handlebar cluster.
Final Thoughts
While a certain Bavarian motorcycle manufacturer may still
have the upper hand in the adventure bike category, the Moto
Guzzi Stelvio ABS is proof that the Italians are gunning for top
spot on the mantle. While more street- than dirt-oriented, the
Stelvio is nonetheless a comfortable, excellent-performing
motorcycle with a high degree of workmanship that happens to
speak Italian rather than German. As alternatives go, you could
not ask for much more.
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FEBRUARY 2010
21
Model Evaluation
Left: The changes that Moto Guzzi made to the
Stelvio 4V only enhance its character. They include
revised camshafts, new fuel injectors and revised
ECU mapping designed to enhance mid-range torque,
albeit at the expense of peak horsepower. One ride
was all it took for us to appreciate the change.
Above Right: The CARC compact reactive shaft drive
system does such a fine job of eliminating shaft drive
jacking, it was easy to forget the Stelvio is a “shafty.”
Right: The Stelvio’s LED rear taillight integrates the
turn signals in a compact package. The taillights
offer a unique look that could only come from Italy.
Above: The Stelvio’s seat is very well padded and
features an extremely narrow profile at the seat/tank
junction. The seat provides excellent legroom and, if
necessary, makes it easy for the rider to stand up.
Above Left: The Stelvio’s conventional-appearing
spoked rims feature sealed nipples that allow the use
of tubeless tires. Its Dual 320mm Brembo brakes
offer excellent power and feel in or out of ABS mode.
Left: The Stelvio’s tach and LCD screen are easy to
read, and its trip computer offers a wealth of info.
Right: The Stelvio’s 50mm Marzocchi fork features
compression control in one leg, rebound in the other.
Its windscreen should offer better wind protection, but
the mirror-mounted turn signals are a nice touch.
TESTERS’ LOG
Were I inclined to bestow names on inanimate objects, my
name of choice for the Stelvio would be “Porky” as homage to its
600+ pounds of wet weight. This attribute is most noticeable
when lifting the big Goose off the sidestand. Fortunately, the centerstand is designed and positioned in such a way that the bike
pops up into its parked position with minimal effort. Although this
weight would seem to preclude offroad adventuring on any surface more technical than hard packed dirt, the quick revving
power of its big 1200 cc, V-twin motor easily overcomes its bulk
as the throttle is twisted and acceleration rapidly increases.
While engine vibration feels intrusive at first, this singular
somewhat retro characteristic is overshadowed by the Stelvio’s
thoroughly modern, easy shifting transmission, responsive handling manners and comfortable upright riding position. Traveling
pleasure is enhanced by a seat that is wide enough to give adequate support to the rider’s derriere, but narrow enough in front
to enable even the short legged among us to adequately reach
the ground when at a stop. With a set of side cases and a tank
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MOTORCYCLE CONSUMER NEWS
bag, the Stelvio has the makings of a competent and personable
sport touring mount that I could happily enjoy for thousands
of miles.
—Gary Prickett
I’ve never been a fan of adventure bikes. My stance has always
been if you want a real off-road adventure, get a real off-road
motorcycle. Wrestling an overweight, hardbag-laden streetbike
with knobbies through the dez seemed about as fun to me as trying to do the same with a Honda Gold Wing.
However, I’d almost consider taking the Moto Guzzi Stelvio in
the dirt. It’s really too pretty to get dirty, but it’s smooth, torquey
engine, incredibly balanced chassis, excellent seat and, yes, even
its ABS, had me believing that I could go just about anywhere on
the planet aboard the Stelvio in perfect happiness.
And therein lies the real beauty of the Stelvio: On the mean
streets or in the outback, it fills you with a sense of adventure
every time you ride it. Man, how cool is that?
—Scott Rousseau
2010 Moto Guzzi Stelvio ABS
SPECIFICATIONS AND PERFORMANCE DATA
ENGINE
PERFORMANCE
Type: .......... Air/oil-cooled 90° V-twin
Valvetrain: .... SOHC, 4 valves per cyl.,
screw and locknut valve adjustment
Displacement: ........................1151cc
Bore/stroke: ................95.0 x81.2mm
Comp. ratio: ............................11.0:1
Fueling: EFI, (2) 50mm throttle bodies
Exhaust:......................2-into-1-into-2
Transmission:........................6-speed
Final drive: ..................................shaft
RPM @ 65 mph*/rev limiter:3775/8000
Measured top speed ......130.7 mph
0–1/4 mile..................11.94 sec.
..........................@ 111.20 mph
0–60 mph ....................3.91 sec.
0–100 mph ................10.48 sec.
60–0 mph ......................120.79'
Power to Weight Ratio ........1:6.92
Speed @ 65 mph indicated ....62.4
*actual, not indicated
EXCELLENT
VERY GOOD
GOOD
FAIR
POOR
MC RATING SYSTEM
DIMENSIONS
ERGONOMICS TEMPLATE
63.5"
54.5"
TIRES & WHEELS
Front:.......110/80R19 Pirelli Scorpion
Sync on 2.50" x 19" wheel
Rear:.................................180/55R17
Pirelli Scorpion Sync on 5.50" x 17" wheel
HI
J
::::;
:::::
DYNAMOMETER DATA
MISCELLANEOUS
Instruments: Digital speedo w/ analog
tach, odometer, 2 tripmeters, clock,
ambient temp., average and instant
mpg. trip time, fuel used, max. speed,
avg. speed, battery voltage, shift light
Indicators: ..neutral, t/s, hi-beam, sidestand, low oil pressure, low fuel
MSRP: ..................................$15,990
Routine service interval:........6250 mi.
Valve adj. interval: ................6250 mi.
Warranty: ......2 years, unlimited miles
Colors: ............................Matte Silver
OVERALL RATING
Low end
Mid-range
Top end
::::.
::::.
::::.
We already approved of
the Griso’s 90° 8V transverse V-twin, but the
Stelvio 4V’s retuning
takes it to a whole new
level. The 4V’s meatier
mid-range pull makes the
engine
feel
even
smoother without robbing it of any character.
88.01 hp
•
•
74.17 lb.-ft.
SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.
Front: Dual 320mm semi-floating discs
w/ 4-piston Brembo radial-mount calipers
Rear:.. Single 282mm disc w/ Brembo
2-piston caliper
G
A: nose to middle of
pass. seat. B: nose to
middle of rider seat.
C: nose to center of
grip D: nose to pass.
footpeg. E: nose to
rider footpeg
F: ground to center of
grip G: ground to top
of rider footpeg H:
ground to lowest
point of rider seat. I:
ground to top of pass.
footpeg. J: ground to
middle of pass. seat.
:::::
–––Middleweight Standard–––
::::.
Engine
:::::
::::.
Transmission
:::::
::::;
Suspension
:::::
::::;
Brakes
:::::
::::.
Handling
:::::
::::;
Ergonomics
:::::
::::;
Riding Impression
:::::
Instruments/Controls :::::
:::::
:::::
Attention to Detail
:::::
::::.
Value
:::::
SAE CORRECTED REAR-WHEEL HORSEPOWER
BRAKES
F
36.0"
D
E
33.25"
36.5"
16.25"
C
SUSPENSION
Front:........50mm male-slider telescopic
forks, adj. preload, comp. and rebound
damping, 6.7" travel
Rear:.monoshock w/ progressive linkage, adj. preload and reb. damping,
6.1" travel
73.0"
58.0"
13.0"
A
B
45.5"
Wheelbase: ................................61.4"
Rake/trail:..........................27.0°/5.00"
Ground clearance: ......................4.75"
Seat height: ..............................33.25"
GVWR: ................................1046 lbs.
Wet weight: ........................612.0 lbs.
Carrying capacity: ..................434 lbs.
RPM, THOUSANDS
ELECTRICS
Battery: ..............................12V, 18Ah
Ignition:..lnductive discharge, digitally
controlled
Alternator Output: .................... 550W
Headlight: ..............................55/60W
:
:
:
FUEL
Tank capacity: ........................4.8 gal.
Fuel grade: ..........................Premium
High/low/avg. mpg: ....38.3/33.8/35.5
:
:
:
TEST NOTES
PICKS
Detuned engine is even better than the Griso’s
Enjoyable handling for a 600+ lb. motorcycle
Comfortable ergonomics for “Iron Butt” types
PANS
Windscreen should offer more wind protection
Heated grips should be standard
Moto Guzzi should do a better job of supporting its products
STANDARD MAINTENANCE
Time
Parts
Labor
Item
Oil & Filter ................0.5............$21.56+31.10 $40.00
Air Filter....................1.0 ..........$12.94 ..........$80.00
Valve Adjust ...........1.5...........$28.28...........$120.00
Battery Access ..........0.5 ............MF ..............$40.00
Final Drive ................0.5 ..........$14.50 ..........$40.00
R/R Rear Whl. ..........0.3 ................................$24.00
Change Plugs............0.2 ..........$15.96 ..........$16.00
Synch EFI..................0.75 ..............................$20.00
Totals
5.25
$124.34
$380.00
* MCN has changed the estimated labor rate to $80 starting March 2007
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FEBRUARY 2010
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