Ridden: Moto Guzzi Stelvio 1200 4v

The Moto Guzzi Stelvio is an adventure sports bike, designed to compete with the likes of BMW's globetrotting R1200GS. But with such elegant and polished styling, I couldn't help but wonder if all the attention's gone into the luxurious packaging. Is it really a bike built to cross deserts, or merely an exquisite imitation of one?

It's been named after Italy's winding Stelvio Pass, which boasts 84 hairpins and an altitude of 9,049ft. That alone suggests the bike's adventurous intentions. However, a lengthy ride through Buckinghamshire's back roads would have to suffice for me. Hardly as glamorous I'll admit, but probably far more likely to be the kind of roads potential owners will explore.

Gallery: Moto Guzzi Stelvio 1200 4v

First impressions warranted a silent nod of my Arai. Walking around the Stelvio 1200 4v (to use its full title) it's hard to ignore the beauty and detailing.

Moto Guzzi is keen to venture not only into off-road territory, but also to appeal to a new clientele. Young, affluent riders who want an extraordinary bike as if to mark their extraordinary lifestyle or at least their aspirations of one.

The sculpted 18-litre tank stretches out towards angular shoulders, housing a compact glove compartment that pops and locks via a switch on the handlebar (neat). The adjustable seat (with 820 or 840mm height settings) looks distinctly inviting and comfortable; twin headlights snuggle together beneath a manually adjustable windscreen, while aluminium rims and spoked wheels complete a ruggedly royal finish. Finally, there's the engine, a distinctive across-the-frame V-twin, which is as much a hallmark of Moto Guzzi as the Ducati V-twin or BMW's flat-twin.

…the big twin's deep rumbling is apparent…

Enough drooling - it was time for action, time to see if the Italian's promises would be played out. After settling in for a few miles, it was evident the bike and I were both warm enough for some playtime.

My knees invariably rest on a Guzzi's protruding cylinder heads, thanks to legs of comic-book-hero proportions, so they were toasting themselves gently. But unless you're also a six-footer, who prefers to ride butted up against a bike's fuel tank; you're unlikely to feel the 'benefit' of the built-in leg warmers.

And then the disappointment - I was expecting a beefed-up charge, a sturdy stomp that threatened to propel me over the horizon. Sure enough, the big twin's deep rumbling is apparent, but it reminded me of Toby, our old Jack Russell, whose bark was far, far worse than his bite (not that he ever did, bite that is). And the Stelvio won't either until it passes 6,000rpm.

…the bike felt pretty lively and agile…

The low-down punch that I'd expected was more of a girlie shove beneath that point, but at least the delivery was predictable and steady, right up to the 8,000rpm redline, with a relaxed vibe that favours a chilled ride rather than a feverishly fast one. That said, it's more than capable of triple-figure speeds and it does so with ease.

The adjustable windscreen takes moments to tweak and once it's set, you're unlikely to touch it ever again. Compared to rival bikes like the Beemer, VStrom or Transalp, I actually found it the most successful in deflecting the windblast on the motorways, and when you're faced with a real long-distance trip, it's a very welcome attribute.

The handlebars seem wider than rival bikes and they offer handsome leverage for the switchbacks and twisties. And as long as I kept the needle dancing at 6K and above, the bike felt pretty lively and agile. Adjustable Marzocchi forks and a rear shock that has a handy remote preload adjuster show Moto Guzzi's good intentions when it comes to the bike's handling off road and on.

Slow-speed handling is a breeze…

I didn't have the opportunity to thrash the nuts off the bike over rugged terrain or through deep sand dunes; I was in Buckinghamshire after all. But on tarmac, the bike's happily compliant and easy. With suspension travel as long as my own legs, it was bound to feel soft if pushed, but (and I can only assume) the benefits should be more apparent off the beaten track.

Slow-speed handling is a breeze and, bar a slightly heavy clutch, there's a good sense of balance. But as with most bikes in this genre, shorter riders may find the seat height a challenge. At least Moto Guzzi is aware of the potential problem (how could Italians not be?) and has made the Stelvio's saddle adjustable. It's not exactly a two minute job, but like the screen, it's one you'll only do once.

You'd expect some vibration from a big block Guzzi and the mirrors, handlebars and footpegs do shudder as the revs build, but it's not obtrusive or uncomfortable. In fact, I can only muster really negative points at a push. There's no ABS available, which is something of a surprise, and the fuel light came on after only 125 miles, which isn't a trait I'd want in a tourer, especially one that's so comfortable. However, there are a huge range of optional extras available, like heated grips, the obligatory panniers and a satellite navigation installation kit.

The Moto Guzzi's easy riding; it's fun and fairly fulfilling. But I feel duty bound to add that jumping from the Stelvio to the benchmark Beemer, it's simply not as rounded. The Germans certainly have it nailed in this adventure department, despite a worthy challenge from the Italian's new globetrotting Guzzi.

More pictures of the Moto Guzzi Stelvio from Live Search
Ridden: Voxan Street Scrambler
Ridden: BMW R1200GS and R1200GS Adventure
Ridden: Honda Transalp
Ridden: BMW K1200R Sport