Moto Guzzi Stelvio 1200 NTX

Moto Guzzi’s Stelvio NTX has resurrected a name not used on a Guzzi in over a decade.

The NTX, which went on sale in Australia mid last year, is more equipped for serious off-road work than the standard Stelvio with switchable ABS brakes, aluminium panniers, hand protectors, crash bar and powertrain protectors, a metal bashplate and wide-angle headlamps.

With the Stelvios, Moto Guzzi now has a double-pronged attack on the profitable adventure tourer niche, just like BMW which has the dominant R 1200 GS and R 1200 GS Adventure in its line-up.

PRICE AND EQUIPMENT
The $23,990 NTX gets down to business with the latest-generation eight-valve transverse V-twin, said to be good for 105hp at 7250rpm and a chunky 113Nm of torque at 5800rpm.

The air/oil-cooled unit is fed by Weber Marelli electronic fuel injection, and it transfers all the grunt to the back wheel via a hydraulic clutch, six-speed gearbox and shaft final drive – or a Compact Reactive Cardan Shaft in more formal speak. The CARC set-up is said to reduce the impact of torque reaction.

The NTX has 6Nm more punch than the standard Stelvio, and it reaches its peak 600rpm lower in the rev range, which has gotta be a good thing.

And 105hp is more than you’ll ever really need for his type of bike.

The engine is held in a high tensile, tubular-steel twin cradle, while the suspension – an inverted Marzocchi 50mm front fork and Boge rear monoshock – is fully adjustable for preload, rebound and compression.

Suspension travel on the NTX is the same as the Stelvio – 170mm at the front and 155mm at the rear. The GS Adventure has a far bigger working zone – 210 and 220mm respectively.

The braking package consists of twin 320mm discs up front with four-piston, radial-mount Brembo calipers, with a single 282mm disc and twin-piston Brembo caliper at the rear. Braided steel lines are used front and rear, and the NTX has switchable ABS as standard fitment.

The spoked Marchesini rims are shod with 110/80-19 and 150/70-17 rubber – chunkier fare than the Stelvio, especially on the rear to befit the bike’s off-road focus. On the tarmac, the Stelvio definitely boogies a little better than the NTX with its wider rear hoop, but there’s not a lot in it. And it will still keep the sports bike riders in its sight with such a creamy-rich torque curve.

The steering geometry strikes a fine balance between on-road agility and off-road stability – a 1475mm wheelbase is coupled with a 27-degree rake and 125mm of trail. Broad handlebars place the rider in a commanding position, while the seat height is 840mm.

For such an imposing looking motorcycle, it only has an 18-litre fuel tank – simply too small for this type of bike. The GS Adventure, in comparison, has a 33-litre unit.

Still, that’s probably not such a bad thing, as the dry weight of the NTX is 251kg, 36kg more than the Stelvio with the suite of hard-edged add-ons such as the crash protectors and black, quick-detachable aluminium rectangular panniers.

And with both fifth and six gears on the NTX quite tall, mileage falls well below 5lt/100km on the open road.

A white-faced tacho is complemented with a digital display showing speed, time, odometer/tripmeter, fuel and ambient temperature. An on-board computer can also be toggled through trip time, average fuel economy, average speed and maximum speed. The front screen is manually adjustable via two wheels.

Available in silver or bronze, the Stelvio retails for $25,990 plus ORC, and comes with a two-year, unlimited kilometre
warranty. Optional factory accessories include tank bags and a top box.

Meanwhile, the Stelvio is now $20,990, a two grand drop on the bike’s original launch price. Most of the standard features on the NTX, such as the panniers, crash bars and alloy sump protector, are optional accessories on the Stelvio.

ON THE ROAD
Much like the 1200 GS Adventure, the NTX at first appears to be an awkward mix of bars, bodywork, and brawn. Daunting, I suppose.

But that’s far from reality. Throw a leg over the big girl and the fairly narrow waist allows all but the most vertically challenged of denizens to touch their feet on the ground.

That’s a nice safety ‘buffer’ to begin with, and on the open roads it gives way to one competent adventure and/or touring motorcycle.

The 90-degree V-twin is just so hearty, and the chunky torque makes for an arresting ride through your favourite piece of blacktop, with plenty of ground clearance and agility, too.

Seat of the pants, I reckon the NTX feels a bit stronger than the R1200 GS Adventure through the mid-range, but with a little less sting at the top end.

That's a big call against the doyen of the twin-cylinder adventure bike genre but either way it's probably all semantics, as both bikes go like the clappers and have more than enough poke to satisfy even the most discerning rider. Despite its fairly rangy geometry, the NTX steers very well and is hoot through the twisties with its massively wide bars and road-holding poise.

The NTX, like all Guzzis with the transverse V-twin configuration, has the signature ‘side-to-side’ torque reaction, which only adds to the bike’s unique appeal.

The top end of the NTX continues a little way past its redline, and by that time – in whatever gear you’re in – you’ll be travelling with impressive haste.

But torque is the real showstopper in the NTX, joined by a few noticeable – but not obtrusive – vibes as the momentum really starts to build from around 4500rpm.

With a comfortable and compliant seat, wide bars, roomy ergonomics and protection from the elements courtesy of the handguards and screen, the NTX is a mile muncher enthusiast -- without fatigue being the ultimate spoiler.

And at the end of a long day, the panniers are ridiculously easy to remove from their mounting brackets, and reattachment is just as straightforward.

There is a fair bit of buffeting on the shoulders from the flanks of the screen, but at least there’s no turbulence, which is always more of a concern on long-haul machinery.

The Brembo brakes on the NTX offer top performance, with plenty of power and feel. The bite from the front anchors isn’t as razor sharp as I expected, but off-road it isn’t such an acute issue.

The addition of ABS completes the NTX’s offerings, and it certainly adds a nice level of reassurance on unpredictable surfaces. And it’s switchable too, so those who may still be a little put off by it on the slippery stuff can simply switch it off – only when the bike is stationary, not on the fly.

The ABS on the front works particularly well, and there’s a fair degree of feel and modulation all the way to lock-up stage. The rear end is a lot less sensitive, probably because it’s dealing with a lot more weight with CARC, etc.

Which brings me off-road. The extra bulk of the NTX is certainly felt in tighter terrain, but the smaller rear tyre compared to the Stelvio is certainly appreciated, as it means less resistance has to be overcome with the handlebars, Mind you, those handlebars are massive, and I reckon you could push a Kenworth with them.

But wide bars are awesome in the bush, and I had a ball when I stood up on the pegs, gripped the tank with my knees and let ‘er rip. All with an easy reach to the bars for extra leverage and reassurance.

A lack of hardcore suspension travel could become an Achilles heel if some really serious off-road work is on the menu, where 200mm-plus of cushioning is required. But I didn’t manage to bottom out once on the NTX despite repeated attempts down a pothole-littered dirt road, which is also a big plus for its damping properties.

The crisp Weber Marelli fuel-injection on the NTX also makes it a joy to ride off-road, especially with a lot of on-off throttle work.

Actually, the NTX is a picture of healthy, throttle happiness most of the time, which is why it’s such a fun bike to float across the tarmac with – especially on bumpy, unaccommodating roads.

Without a doubt, I reckon the NTX can be spoken about in the same breath as the R1200 GS, which is the acknowledged doyen of the big-bore adventure world. That’s a huge endorsement for the Moto Guzzi in itself, and a vindication of the company’s reintroduction of the NTX moniker. Great job.

TRANSMISSION
Type: Six-speed
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel twin cradle
Front suspension: Upside-down 50mm Marzocchi telescopic fork, adjustable for preload, rebound and compression, 170mm travel
Rear suspension: Monoshock, adjustable for preload, rebound and compression, 155mm travel
Front brakes: Twin 320mm discs with four-piston, radial-mount Brembo calipers
Rear brakes: Single 282mm disc with twin-piston Brembo caliper

DIMENSIONS AND CAPACITIES
Dry weight: 251kg
Seat height: 840mm
Ground clearance: 210mm
Wheelbase: 1475mm
Fuel capacity: 18 litres