2024 Moto Guzzi Stelvio Review [17 ADV Touring Fast Facts]

March 10, 2024

If any motorcycles embody the adage, “Variety is the spice of life,” it’s those that wave the adventure-touring banner. These all-arounder globetrotters will invariably pound pavement from dusk ’til dawn, venture beyond asphalt’s end, or dip treads in water crossings. And one of Italy’s fabled manufacturers is again answering the mountain’s call with the 2024 Moto Guzzi Stelvio.

After roughly a decade hiatus, the new Stelvio sets flight from Moto Guzzi’s nest in Mandello del Lario, powered by the brand’s wholly modern water-cooled V-twin engine that debuted in the V100 Mondello platform. The Stelvio is draped in ADV-aligned accouterments such as 19-/17-inch tubeless wire-spoke wheels, a sturdier model-specific chassis, and lengthened suspenders, yet maintains a firm grasp on the namesake’s traditionally welcoming road and touring capabilities.

We reunited with the Stelvio in Almería, Spain, a picturesque beach town on the shore of the Mediterranean Sea. From there, we hit the highway and took to endlessly twisty Andalusian roads, and even had a chance to light dirt dabble. Now, let’s get on with the Fast Facts.

The 1042cc 90-degree V-twin is unmistakably Moto Guzzi. The Italian firm carefully weaves its inimitable charm into every aspect of its machines. Some, the naked eye can see—twin cylinders extending upward and outward to create the totemic eagle silhouette. Other elements run more than skin deep. As the Stelvio shares its mill with the V100, it benefits from the same state-of-the-art technology, including a lightweight finger-follow valvetrain and low inertia components. The result is the most refined Goose in the gaggle, pumping out 115 horsepower and 77 ft-lbs of exceedingly broadly delivered torque with impeccable smoothness. The low to midrange pull, near and dear to all Guzzisti, makes itself available early; 82 percent of its peak torque is available from an accessible 3500 rpm. Even better, it doesn’t lose too much steam when wringing it out on Tabernas Desert highways.

A fresh engineering movement: Meet the Compact Block. As the name implies, the latest liquid-cooled engine is nipped and tucked to create a powerplant 4.1 inches shorter than the Small Block employed in the V85 TT range. Sharp tweaks depart from longstanding Guzzi norms. The cylinder heads are rotated 90 degrees, relocating the throttle bodies inside the V, and with the whole shebang canted forward five degrees, these updates provide greater room for our knees. Don’t let those changes wag the dog, as the twin raises the Moto Guzzi performance ceiling thanks to this design, with its air/fuel mixture flowing more freely into the combustion chambers before exiting the now side-ejecting manifolds. Lastly, the burbling exhaust note meets Euro5+ standards without sacrificing an ounce of power.

Those who tour will appreciate the shaft drive. There is no argument against a Cardan drive when maintenance or mileage is at the forefront of the conversation despite the downsides of weight, reduced power transfer, and the faintest hint of driveline lash—they’re still darn appealing for mile-munchers. A notable update here concerns the drive housing’s thickness, which has increased from 5mm to 7mm to improve durability when off-road. However, the clever core design principles remain behind this left-offset single-sided swingarm. It features a low pivot point that virtually eliminates shaft jacking, so we don’t experience anything odd when twisting on or off the throttle. In addition, the swingarm itself is angled outward six degrees to help maintain a narrow waist, as if the Stelvio is getting ready to soak up rays on the Almería sand.

Less rock means more roll, and that’s not a bad thing for the 2024 Moto Guzzi Stelvio. Neatly stuffed inside the engine cases is a secondary counter-rotating shaft. Spinning the opposite to the crankshaft, it quells the quintessential side-to-side rocking motion that’s been a staple Guzzi trait since the brand adopted transverse-mounted V-twins in 1965. Call it character, a quirk, or simply fun, but the soulful pull still lives on to a lesser degree, simply subdued to a point where those gyroscopic forces no longer impact chassis behavior.

Gearbox updates come to the Stelvio—and 2024 V100. Revisions begin with an updated slipper clutch featuring improved damping springs, and those updates are backed by a new shift drum and reworked gearing. Reach for the light hydraulic clutch, and shifts seem to slot easier. The optional $250 up/down quickshifter is also recalibrated, making notable strides to address issues we experienced during the V100 launch. Downshifts are now nearly flawless throughout the revs, and that’s an area that manufacturers often struggle with—bravo, MG. Meanwhile, the quickshifter’s upstroke is enhanced and at its best when the revs are up. However, it still displays jumpiness in the earlier half of the gearbox and at lower rpm—refinement in most areas, but not quite perfect.

Five ride modes allow complete control of the IMU-assisted rider aids. Tour, Rain, Road, Sport, and Off-Road modes are provided. Yet, wisely, they’re customizable by diving into the five-inch TFT display via switchgear borrowed from current-gen Aprilia machines, creating some homogeneity under the Piaggio umbrella. The only parameter that can’t be fiddled with is engine braking, which is tied to each respective mode. That leaves us with three levels of throttle aggression, four traction control settings, and three states of ABS. There is a cornering function, front-only off-road ABS, and ABS can be disabled entirely, though it reengages when the key is cycled.

Here’s what you need to know about the spot-on ride-by-wire setup. Looking at the throttle maps for a moment, the sportiest level “1” became my go-to, thanks to its balanced yet responsive whip crack that melded with a variety of situations. Interestingly, that’s the default setting in Off-Road, though compression braking is higher. TC is welcome and appreciated on pavement—especially when we ascended into frigid mountain air where the damp, chilly tarmac seemed particularly foreboding. Not once did traction control chime in overzealously, and the same observations apply to the ABS.

Front and rear-facing radar is a $1000 option on the 2024 Moto Guzzi Stelvio, with adaptive cruise control standard in North American markets. Dubbed the Piaggio Fast Forward Rider Assistance Solution (PFFRAS), the 4D radar system isn’t an accessory in the traditional sense. It is equipped directly from the factory; installing the system after the fact is cost-prohibitive and invasive. Still, the Stelvio is available without it, smartly leaving a more affordable door open for prospective buyers not concerned with such features. Conventional cruise control is standard in most markets, which is what our preproduction test units featured. However, the PFFRAS-equipped Stelvios arriving on our shores will have the adaptive cruise control activated, so we reserve opinions until we test it. Guzzi staff state that its ACC system maintains distance by adjusting engine braking exclusively.

The PFFRAS safety features on tap include forward collision warning (FCW), blind spot detection (BSD), and lane change assist (LCA). All these aids utilize an ethos similar to what is seen in competitor bikes with comparable features and what’s well-established in the automotive sector. In the case of FCW, an on-screen alert is first displayed with the forward warning system, and an audible beep is emitted if the front radar feels that the closing speed or distance to an object is especially worrisome. Ideally, riders will be looking forward and not engrossed in dash menus, although that’s a scenario where this system proves helpful—we’ve all done it. Room for growth with this aid is with radar-linked braking strategies seen in the competition, wherein the brakes are actuated by the radar/ECU in emergency situations.

There’s more to investigate with the radar when we turn to the rear. Blind spot detection and lane change assist illuminate indicator lights on the mirrors. It’s simple; if the rear radar perceives a vehicle in your blind spot, it blinks frantically should you use your indicator. Tight riding formations have a knack for making these systems react like overprotective parents, which can be distracting initially. Yet an irrefutable logic stands for all warning systems—if it works once, then it has paid for itself. Learn to embrace the blinking in your periphery, which, by the end of the ride, I had started to use as a supplement when checking the rearview mirrors.

If you’re going to tour, it might as well be in comfort. The 2024 Moto Guzzi Stelvio hits paydirt with its palatial seating. The neutral rider triangle pairs well with the widely electronically adjustable windscreen, netting minimal buffeting when in the raised position—that’s while wearing an ADV helmet with a peak. A wide tapered aluminum handlebar meets our mitts and happens to be positioned higher than the V100, which, beyond providing helpful leverage, matches my average reach nicely. The well-planned powerplant engineering means that the aforementioned slim midsection even further eases its 32.7-inch seat height, and a well-spaced seat-to-peg relationship is in play. The ergos are excellent when racking up mileage, especially when sitting in the cozy saddle.

Canyon quick stepping is a strong suit with this steed. Designed in parallel with the Mandello, the Stelvio features a 20 percent stiffer frame that uses the engine as a stressed member, with four mounting points instead of the V100’s two. On paper, raising any motorcycle, adding a 19-inch front wheel, and using skinnier tires seems like it would negatively impact cornering proficiency. Yet, extra rigidity and a longer wheelbase let the Stelvio confidently track twisty bits to scrape the feelers just fine. The higher center of gravity seems to play well, too. It gives the Stelvio a certain elegant fluidity to the way it tips in—not too spirited or subdued. A gentle push here, a bit of direction there, and before long, you’re trailing confidently into corners, drawing chassis parallels to Aprilia, Moto Guzzi’s race-track-prowling northern cousin.

Semi-adjustable Sachs and KYB suspension joins the ranks on the 2024 Moto Guzzi Stelvio. In road context, the beefier 46mm Sachs fork and KYB shock perform admirably, boasting road-focused damping that flatters the 542 claimed weight (without bags). Admittedly, it’s relatively basic suspension hardware; there are no compression-damping knobs to be seen, though there is a convenient remote shock-spring preload adjuster. We’d like to see fully adjustable units in place, though the suspension performance won’t leave anyone wanting. From an ADV-touring perspective, semi-active suspension seems like a shoo-in. Moto Guzzi staffers are leaving a bit to the imagination here, acknowledging the possibility of a semi-active-equipped S model if the market calls for it.

Moto Guzzi reaches for Brembo once again. Grabbing the binders is a pleasant experience on the Stelvio, with the trusty ol’ Brembo M4.32 calipers reporting for duty opposite 320mm discs, and a Brembo radial master cylinder providing good feel. In the rear, a two-piston stopper and 280mm rotor do the trick when scrubbing speed or correcting lines.

Well, what about off-road performance? Let’s discuss it. Our brief off-road time in a bit of gravel and an entertaining beach jaunt illustrated that soaking up all 6.7 inches of stroke isn’t a tall order. With its ample 5.5-gallon fuel tank carrying weight high, things are a touch top-heavy in slow-going loose stuff—a claim we could lay at quite a few liter-class ADVs. Sure, there are 21-inch wheeled machines out there ready to blast barren wastes—one being the Aprilia Tuareg 660. However, sticking to fire roads, groomed two-track, and engaging in real-world ADV riding seems totally within the 2024 Moto Guzzi Stelvio’s wheelhouse, as well as the street-oriented Michelin Anakee Adventure rubber. For those looking to finish the last mile on their adventures, it will be set, and again, its street competency should be underscored.

Owners can deck out the Stelvio as they see fit. Maintaining the $16,390 MSRP was important for Moto Guzzi and one of the reasons why items such as the nifty luggage ($850), heated seat ($315; high and low options are available, too), heated grips ($330), quickshifter ($250), centerstand ($230) and much more are offered as accessories. Going further, Bluetooth connectivity comes via the Moto Guzzi MIA smartphone app ($280). Guzzi is going a la carte with many components, though we’d like to see touring essentials like heated grips, seats, and luggage baked into pricing, as they’re a forgone conclusion in this class. One silver lining is that things are offered individually, so instead of forcing consumers to buy packages they might not want just to get a few desired features.

The 2024 Moto Guzzi Stelvio reanimates the namesake and points to a bright future. At this point, Moto Guzzi has its undeniably unique sound and feel down to a science—there are bikes in the same class, but nothing quite like the Stelvio. In the face of that, modern engineering methods and electronics are only improving the experience, with the 1042cc V-twin reminding us why MG has stamped out smiles for decades. The Stelvio champions three crucial aspects of an adventure-tourer: a peach of an engine, great handling, and comfort. What more do you need?

Photography by Alberto Cervetti and Marco Zamponi

RIDING STYLE

Helmet: Arai XD-4
Jacket: Alpinestars Montiera
Gloves: Alpinestars Morph Street
Pants: Alpinestars Raider V2 Drystar
Boots: Alpinestars RT-7 Drystar

2024 Moto Guzzi Stelvio Specs

ENGINE

Type: Transverse 90-degree V-twin w/ longitudinal crank
Displacement: 1042cc
Bore x stroke: 96 x 72mm
Maximum power: 115 horsepower @ 8700 rpm
Maximum torque: 77 ft-lbs @ 6750 rpm
Compression ratio: 12.6:1
Valvetrain: DOHC; 4 vpc
Fueling: EFI w/ two 52mm throttle bodies
Cooling: Liquid
Transmission: 6-speed (quickshifter optional)
Clutch: Hydraulically actuated wet multiplate w/ assist and slipper functions
Final drive: Shaft

CHASSIS

Frame: Tubular steel
Front suspension; travel: Spring-preload and rebound-damping adjustable Sachs 46mm inverted fork; 6.8 inches
Rear suspension; travel: Linkageless, cantilevered, spring-preload and rebound-damping adjustable KYB shock; 6.8 inches
Wheels: Aluminum
Front wheel: 19 x 3.0
Rear wheel: 17 x 4.5
Tires: Michelin Anakee Adventure
Front tire: 120/70 x 19
Rear tire: 170/60 x 17
Front brakes: 320mm floating discs w/ radially mounted Brembo 4-piston calipers and steel-braided brake lines
Rear brake: 280mm disc w/ 2-piston Brembo 2P floating caliper
ABS: Cornering-aware Continental ABS