2024 Moto Guzzi Stelvio First Ride Review

Hugh Janus · October 25, 2023

Moto Guzzi has revived the Stelvio name for 2024 with a new adventure bike powered by its new 1,042cc compact-block engine. (Moto Guzzi/)

Moto Guzzi is two years into its second century, and with that comes changes while it remains faithful to the longitudinal V-twin and shaft drive that has served Mandello de Lario faithfully. While Guzzi’s small block mill has been a long-standing staple, outlasting more recent designs that have come and gone, a new more compact and modern engine has been designed for the next 100 years: the compact block. In 2021, the V100 Mandello was the first model to utilize this powerplant, immediately garnering praise and interest—even from non-Guzzisti. Now a second and possibly more important machine revives a moniker that recalls the spirit of adventure: the Stelvio.

Moto Guzzi’s Stelvio will be available in the first part of 2024. (Moto Guzzi/)

Moto Guzzi already has the V85 TT ADV model, powered by a 853cc version of that trusty small block, but it would be a waste not to put that modern 1,042cc compact-block engine to work in one of the most popular segments in motorcycling. Based on the same engine-as-a-stressed-member architecture as the V100 Mandello, but modified for adventure motorcycle touring through gravel and light trails, the 2024 Stelvio is meant to vie for sales success in the 900–1,100cc adventure segment. Conceived at the same time as the V100, the Stelvio may be more important to Moto Guzzi’s future success than the model that bears the name of the home of the brand.

Cycle World got the chance to ride a preproduction version of the Stelvio before the release of the new model to the public. But before the ride we sat down with Piero Soatti, head of Moto Guzzi Engineering, along with a panel of those responsible for bringing the Stelvio to market.

2024 MotoGuzzi Stelvio Technical Details

We are familiar with the 90-degree longitudinal V-twin that powers the V100 Mandello and now the Stevlio. DOHC four-valve heads are turned 90 degrees to the traditional air-and-oil-cooled small block for tighter packaging despite sitting atop 521cc cylinders measuring with a bore and stroke of 96.0 x 72.0mm. Liquid-cooling and closed-loop EFI allowed the compact block to be Euro 5 compliant while producing a claimed 115 hp at 8,700 rpm and 77.4 lb.-ft. of torque at 6,750 rpm—just right for an all-rounder ADV that looks to go up against the likes of Suzuki’s V-Strom 1050, Honda’s Africa Twin, and Ducati’s Multistrada V2.

Only a few changes have been made to the compact block for duty in the 2024 Stelvio. (Moto Guzzi/)

There are changes to the engine for use in the Stelvio, but far fewer than you might expect. First the EFI system gets a downstream O2 sensor to give the Stelvio a Euro 5+ rating—the V100 will also get this as a running change. Guzzi augmented the thickness of the rear of the engine cases where the swingarm attaches for increased strength to handle the additional stresses from the Stelvio’s ADV mission. That’s it, a real demonstration of the flexibility of Moto Guzzi’s new engine. It’s not hard to imagine there will be more new models with the compact block beyond the V100 Mandello and Stelvio.

Related: Moto Guzzi’s V2 Small Block

Moto Guzzi’s Stelvio began development at the same time as the V100 Mandello. You can see some design elements are similar, but the Stelvio is more aggressive and sharper than the classy Mandello. (Moto Guzzi/)

The Stelvio is equipped with five ride modes: Sport, Strada, Turismo, Pioggia, and Off-road. Each gets its own throttle response, traction control, engine-braking, and ABS setting. Additionally the rider can tweak those parameters except for engine-braking through the Stelvio’s 5-inch TFT dash seen on the V100 Mandello. Navigating the menu system is simple and intuitive. Piaggio Group’s MIA smartphone connectivity is an option that allows for control of music, phone calls, and navigation.

A 5-inch TFT screen is bright and easy to read. (Moto Guzzi/)

Cruise control is standard, and a second S model will be available with forward- and rear-facing radar for adaptive cruise and other safety measures. Moto Guzzi is holding full details on that system until November at EICMA.

There are refinements to the gearbox too. Every gear has been reworked to improve shifting, and the clutch is a new self-assist anti-hopping (slipper) unit that is also meant to improve shift actuation and feel. A quickshifter is an option, but it was not installed for this test.

Moto Guzzi’s Stevlio is billed as a n “all-rounder” adventure bike. (Moto Guzzi/)

Attached to the compact-block engine is a trellis frame in similar construction to the Mandello but with revised geometry, increased length, and additional engine mounting points for the Stelvio. The head-tube area has been stretched and has more rake to make room for the 19-inch front wheel. Exact chassis measurements have not been shared yet. Attachment points to the engine have increased from four on the Mandello to six on the Stelvio for more rigidity. Rider footpegs are in a different position as well but are still mounted directly to the engine with rubber-damped mounts.

The footpegs are mounted directly to the Stelvio’s engine cases. (Moto Guzzi/)

No semi-active suspension for the Stelvio, an interesting choice for an ADV that will see the majority of its duty on the road. A Sachs 46mm inverted fork strokes through 6.7 inches of travel and is adjustable for rebound damping and spring preload. At the rear a KYB shock is adjustable for rebound damping and features an external spring preload adjustment knob. It’s attached to a single-sided swingarm and offers 6.7 inches of wheel travel. Moto Guzzi beefed up the bearings and casting where it attaches to the engine. Swingarm length is the same as that of the Mandello.

The Stelvio’s swingarm is the same length as the Mandello but has more travel. (Moto Guzzi/)

Tubeless cross-spoke wheels are sized 19 x 3.0 inches front and 17 x 4.5 inches rear. Wheels are wrapped with Michelin Anakee Adventure tires. Brakes are the same units used on the Mandello: Brembo four-piston radial-mount calipers with 320mm discs up front and a two-piston unit at the rear clamping a 298mm disc. ABS is lean sensitive and has three levels: on, Off-road, and off.

2024 Moto Guzzi Stelvio Riding Impression

Time with the Stelvio was limited to just a quick afternoon ride following the technical presentation. Not enough time for a full evaluation (expect a full test when we get a bike Stateside), but enough to know that this is the best Moto Guzzi ever to come off a production line. As it goes with preproduction test units, specs and some electronic features are subject to change, but at 95 percent finalized, this cake is just about ready to be pulled from the oven.

On the Italian autostrada the Stelvio is comfortable at speed with excellent wind protection. (Moto Guzzi/)

Right away, we hit the autostrada and headed for the mountain roads about 45 minutes northeast of Noale. This gave plenty of time to become acquainted with the masterful aerodynamics of the Stelvio.

“Best in class” was the order for Moto Guzzi’s design, and it’s abundantly clear the 1,500 hours of CFD modeling and wind tunnel testing has paid dividends. I often wear a helmet with a visor on adventure motorcycles, not only for the functionality of a mixed mission, but also because it will amplify any issues with buffeting or wind management. In the lowest position, airflow over the screen hits you just about chin level at 60 mph. But it is a consistent, buffet-free flow. As the speeds increase, the calm bubble of air behind the screen’s 2.8-inch-taller fully raised position is impressive. Even hitting 150 kph (93.2 mph)—above that speed, you cannot adjust the screen—my 5-foot-10 frame is free from any bothersome wind blast. Being able to travel at 225 kph (139.8 mph) with a visor without issue is possible—allegedly, Signore Carabinieri.

The Stevlios electronic windscreen has 2.8 inches (70mm) of adjustment. (Moto Guzzi/)

It doesn’t take the Stelvio long to achieve that “theoretical” 225 kph. Acceleration is strong even with just 115 hp and 77.4 lb.-ft. Throttle response in Sport is crisp, but not jerky even in on/off situations while on the side of the tire. You can be aggressive out of corners and the traction control keeps everything moving forward without any real indication it is working to keep you upright.

Strada (Street) is the go-to for everyday work in and out of town with a slightly less aggressive response when twisting the ride-by-wire throttle. Turismo (Touring) softens things up a step further while Pioggia (Wet) cuts back the power and traction control intervenes early and often. Off-road returns the snappiness in the throttle response and traction control is minimized as it is in Sport mode. Unfortunately, there was no gravel or dirt on the menu during this truncated test, so judgment on that front will be saved for when we get our hands on a production unit.

Throttle response and power output is crisp in Sport Mode. (Moto Guzzi/)

Off the autostrada and into the hills, the Stelvio continues to impress. Handling is snappy, quick even, while remaining rock-solid stable. The front end is light, nimble, and ready to go anywhere you ask. Even with ADV suspension travel, the Stelvio is balanced front to back and doesn’t pitch excessively during hard braking and acceleration. Back the pace down in Strada and Tursimo, and the ride is sublimely smooth and flowing.

Fast and flowing Italian roads are a dream on the Stelvio. (Moto Guzzi/)

Suspension action is firm yet well damped in compression and rebound for street work. Large undulations and bumps are soaked up without complaint. Freeways seams are felt with a thump-thump, but are not harsh or annoying. You just feel the road surface and what it is doing beneath you at all times. There’s no hint of shaft jack or squat from the Cardan shaft swingarm, even under the hardest acceleration. Once again, no dirt, so we will have to wait to see what happens there. On the road, however, it’s marvelous.

Dual 320mm front discs squeezed by Brembo four-piston calipers are strong, communicative, and have a progressive action at the lever. At the back the two-piston unit matched to a 298mm disc works well without too long of a pedal throw. In Off-road mode, the rear brake locks up when needed but has excellent modulation. Some hooligan antics with big rear brake movements and fast downshifts will get the rear tire hopping a bit, despite the anti-hopping feature of the clutch.

Braking duties are handled by Brembo. (Moto Guzzi/)

In all we spent just about 150 miles and several hours on the Stelvio. No ironbutt testing on this trip, but overall it is comfortable and the cockpit is a very nice space to pass the time and miles. Of course there is the aforementioned wind protection, but the rider triangle is just as good.

The ends of the handlebar are high and wide, giving you plenty of leverage, but also helping keep the arms stretched just enough to fight off fatigue. And when standing, the bar is straight enough for you to get over the front of the bike. The seat is narrow at the front with a wider section at the back allowing you to move around depending on your sporty or touring requirements. Reach to the ground feels much lower than the 830mm (32.7-inch) seat height would suggest and the distance to the footpegs is not cramped. With the rubber mounting of the footpegs to the engine to quell vibes, there is some flex when putting pressure through the pegs, and when standing, that mounting in conjunction with the rubber peg inserts give a sloppy and slippery feel.

Pricing has not been announced yet (as well as radar system details) but should be at EICMA in November. (Moto Guzzi/)

2024 Moto Guzzi Stelvio Conclusion

While our time with the preproduction Stelvio was short, the outlook for the future and the production model is positive. Granted, off-road performance is yet to be evaluated, but if its street chops are any indication of what to expect in the dirt, then Moto Guzzi has a winner on its hands. Units will arrive just after the first of the year at dealers, and although no price has been set, a figure between 16,500 and 17,500 euros (approximately $17,500 to $18,500) has been batted about. We can’t wait to ride the final product around the new year. Moto Guzzi is off to a cracking second century.

2024 Moto Guzzi Stelvio Specs

MSRP:	TBA
Engine:	DOHC, liquid-cooled, 90-degree transverse V-twin; 4 valves/cyl.
Displacement:	1,042cc
Bore x Stroke:	69.0 x 72.0mm
Compression Ratio:	12.6:1
Transmission/Final Drive:	6-speed/shaft
Claimed Horsepower:	115 hp @ 8,700 rpm
Claimed Torque:	77.4 lb.-ft. @ 6,750 rpm
Fuel System:	Electronic fuel injection w/ ride-by-wire
Clutch:	Wet; hydraulically actuated
Frame:	Tubular steel trellis
Front Suspension:	Sachs 46mm USD fork, rebound and preload adjustable; 6.7 in. travel
Rear Suspension:	Kayaba monoshock, rebound and preload adjustable; 6.7 in. travel
Front Brake:	Dual Brembo 4-piston calipers, 320mm floating discs w/ ABS
Rear Brake:	Brembo 2-piston caliper, 280mm disc w/ ABS
Wheels, Front/Rear:	Spoked tubeless; 19 x 3.00 in./17 x 4.50 in.
Tires, Front/Rear:	Michelin Anakee Adventure; 120/70R-19 /
170/60R-17
Rake/Trail:	TBA
Wheelbase:	TBA
Ground Clearance:	TBA
Seat Height:	32.7 in.
Fuel Capacity:	5.1 gal
Claimed Wet Weight:	542 lb.
Contact:	motoguzzi.com