Guzzi Goes Native

GUZZI GOES NATIVE

An adventure named Stelvio

BRUNO DEPRATO

MOTO GUZZI’S NEW ENTRY IN THE MAXIenduro market—kingdom of BMW’s R1200GS—is named “Stelvio” after the famous 9000-foot-high, 48-turn pass over the Italian Alps. It was unveiled last year and scheduled for sale in the U.S. this fall at an MSRP of $14,990. The Stelvio is an imposing bike that sports an advanced design and is dimensioned to offer comfortable accommodation for two, plus luggage.

Basis for this model is the powertrain and rolling stock of the eight-valve Griso 1200. A rational concept: The Griso frame has proven to be by far the best in Moto Guzzi’s inventory. A close look, though, shows the diameter of the frame tubing has been sacrificed to make room for a larger fuel tank and a more streamlined seating position.

Steering geometry, suspension and tire choices are designed to enhance stability and road holding. The chassis spans a wheelbase of 60.4 inches and offers an ample seat, adjustable in height between 32.3 and 33.1 inches. At the front is a very solid and multi-adjustable Marzocchi inverted fork with massive 50mm tubes. Rake is set at 27 degrees, which, in combination with the tall 110/80-19 front tire, returns a substantial 5 inches of trail.

Rear suspension is entrusted to the well-honed Moto Guzzi CARC single-sided-swingarm monoshock suspension. Rear tire is 180mm wide, a versatile Pirelli Scorpion Sync radial. A generous 6.7 inches of front-wheel travel and 6.1 inches in back are intended for a high level of comfort on bumpy pavement, but a glance at the scale indicates that serious off-road jaunts might not be in the program: Claimed curb weight is 563 pounds. Stopping is via twin 320mm Brembo discs and the latest radialmount four-piston calipers.

Powering the Stelvio is the same 1200cc, fourvalve-per-cylinder unit from the Griso. In this form, it’s rated at 105 horsepower at 7500 rpm-5 hp down from the Griso due to a “somewhat less liberal exhaust system”-while peak torque remains unchanged at 80 foot-pounds at 6400 rpm. A new six-speed transmission helps extract the best from the motor.

The Stelvio offers a very comfortable riding position. The big 4.8-gallon gas tank (with internal glovebox) puts the seatpan a little aft of the

swingarm pivot, but the handlebar is placed within easy reach by massive mounts that sprout back from the equally massive top triple-clamp. For high-speed cruising comfort, a generously sized adjustable windscreen shields the rider. The Stelvio feels heavy (because it is) maneuvering at low speeds, but on the open road, the bike proves surefooted, thanks to the meaty rear tire and suspension that digests road imperfections in great style.

But how does it compare to the class yardstick, BMW’s R1200GS? To find out, I conducted a mini-comparison at Pirelli’s test facility in Vizzola. Located in Italy’s Lombardy province, the track is 1.5 miles long, a mix of medium and fast bends and esses, with short straights in between-testing tires in a straight line means just about nothing.

Biggest differences between the two bikes are their suspension and tires. The Guzzi uses that massive and beautiful 50mm inverted Marzocchi fork, while the BMW has its exclusive Telelever alternative front suspension. The Beemer also uses specifically developed Metzeier tires-Tourance EXPs-that are less tarmac-oriented than the Pirelli Syncs of the Stelvio. The BMW’s rear tire is much skinnier, a 150/7017, than the Stelvio’s sportbike-spec 180/55-17.

What’s more, the R1200GS is lighter than the Stelvio, with a claimed curb weight of 508 pounds, but it places the rider higher, at 33.5 inches above the ground. That tall seating position, however, is also a little forward of the swingarm pivot, for a more-balanced weight-distribution. Its straighter handlebar creates a slightly leaned-forward riding posture.

At peg-scraping lean angles, the BMW proved more precise, more neutral-especially around fast bends and

esses-and its lesser weight made it more agile and easier to balance around hairpins. With the help of its ESA (optional electronically adjustable suspension) set at Sport, the GS felt solid and stable, reassuring even, when being thrashed. BMW claims 105 hp at 7500 rpm-the same as the Guzzibut with 85 ft.-lb. of peak torque at 5750 rpm. Even though the Stelvio makes 5 ft.-lb. less, it feels stronger, pulling hard way past its 7500-rpm peak. It’s a terrific motor that never seems to give up.

But downsizing the Stelvio’s main frame tubes-shrunk to 42mm from the Griso’s burly 54mm-takes a toll, especially when combined with the relaxed front-end geometry and less-balanced weight bias. Pushed hard on the track, the Stelvio has a hard time holding a line. And the fatter rear tire plays against the bike’s handling qualities, creating torquesteer that the frame structure cannot fully digest. On the road at saner velocities, no such worries.

At the end of the day, the R1200GS’s best lap time at Vizzola was 1:26 flat while the Stelvio’s ultimate was a l:28.99-so, call it 3 seconds slower. But at the quarter-mile drags, things went the other way, with the Stelvio ripping through the trap in 12.49 seconds at a speed of 105.51 mph. The Beemer, perhaps hampered by a second gear that has been “shortened” from a 2.82:1 ratio to 2.91:1, lagged behind with a 12.70-second/107.5-mph run.

Proving?

Well, when it comes to adventure-touring, the big Beemer is still the bike to beat. No surprise there. What is eye-opening is just how good the new Stelvio is. It’s a contender, no doubt. □