Moto Guzzi Stelvio 2025 Launch Review

With the Australian media launch of the Moto Guzzi Stelvio on the horizon, I delved into the bikesales archives to check out of some of my recent missives on the famous Italian marque.

Hardware such as the California 1400 cruiser – how I enjoyed the intoxicating burble and zeal of that mighty engine! – as well as a variety of V7s and the V85TT middleweight adventure all featured, with virtues aplenty and a real X-factor about them.

One badge that hadn’t featured for a while was Stelvio, but it’s back now thanks to the all-new litre-plus adventure machine which has recently arrived in Australia after making its debut at the 2023 EICMA motorcycle show in Milan.

Developed in conjunction with the V100 Mandello shape-shifting sports tourer the new Stelvio is such a quantum leap forward from the previous Stelvio NTX1200 that any form of comparison is a completely futile exercise.

However, the old model is still worthy of a mention in the context of a famous nameplate returning to the Moto Guzzi line-up after a decade-plus absence. And, after two days of criss-crossing tarmac and dirt roads in Victoria at the national media launch, the new shaft-driven Stelvio has emphatically nailed its ‘adventure touring’ brief.

And yes, we know that term can mean different things to different people, but we’ll explain all as we unpack the DNA on this wily new customer.

What does the 2025 Moto Guzzi Stelvio cost?

The Stelvio retails for $32,890 ride away, a price point commensurate with the S version of the V100 Mandello. Both models share the same powerplant and tubular steel frame – with some subtle changes such as two more mounting points for the Stelvio engine – so no great surprise on the retail front.

Sure, the Mandello S has semi-active suspension, but the ledger is just about squared by the debut of the radar-based ‘Piaggio Fast Forward’ (PFF) rider assistance solution on the Stelvio which, in its current form, has forward collision, blind spot and lane-assist functions. There’s also an adaptive cruise control module in the wings as well.

What powers the 2025 Moto Guzzi Stelvio?

The transversely mounted, liquid-cooled, 1042cc 90-degree V-twin made its debut in the V100 Mandello and, apart from a few minor tweaks, it’s the same powerplant delivering a rich experience in the Stelvio.

That means 115hp (84.6kW) at 8700rpm and 105Nm at 6750rpm, with 82 per cent of torque available from 3500rpm. A satisfying guttural feel starts to kick in about 3000rpm, and the engine has the ideal temperament for an adventure tourer: ambling along in top gear at 50km/h is a breeze, and it’ll ramp things up nicely if required. The rev limiter kicks in at 9500rpm.

Mechanical grip is also enhanced by exceptional fuelling, on a mild throttle right through to a more aggressive on-off application. That’s also why it’s so forgiving on dirt roads, too, and there’s also a dedicated off-road mode to make sure it’s even more pliable in sketchier terrain.

There is a small nod to the Stelvio past with a discernible ‘clunk’ when the bike is put into first gear, but after that it’s completely smooth transmission tidings. And the omnipresent side-to-side torque reaction of previous Guzzis has been eliminated thanks to modern smarts and a massive reduction in inertia.

The fuel-injected Stelvio engine meets the latest Euro 5+ emission standards.

What equipment does the 2025 Moto Guzzi Stelvio have?

It is difficult to find the sweet spot as far as standard equipment on an adventure tourer is concerned, as one person’s not-negotiable is another’s indifference.

That said, Moto Guzzi has done an impressive packaging job, starting with the electrically adjustable screen. It’s easy to adjust via the left-hand switchblock, although once I had positioned it at the highest setting on the road that was just about it for me. I did drop it back down on dirt roads – more a force of habit rather than anything else.

The wire-spoked wheels are a tubeless 19- and 17-inch combo. The back wheel, mated to the single-sided swingarm, looks trick. Michelin Anakee Adventure rubber is a smart all-terrain selection.

The Sachs (front) and KYB (rear) suspension is adjustable for rebound and preload, and there’s 170mm travel at both ends. There is also user-friendly remote preload adjustment on the rear.

The steel frame is 20 per cent stiffer than the Mandello’s to absorb the extra off-road forces.

The Brembo monobloc brakes are brilliant while not being too obtrusive off-road, and other parts of the Stelvio matrix include a five-inch TFT screen, cruise control, 21-litre fuel tank, USB socket and hydraulic clutch. 

I’d like to see heated grips, a quickshifter and smartphone connectivity as standard items, but all are in the accessories catalogue alongside panniers, a centrestand, top boxes, slipper clutch, heated comfort seats, protection bars, tyre pressure monitoring, a second USB portal and an anti-theft kit.

The two colours are Giallo Savana and Nero Vulcano.

What electronic and safety features does the 2025 Moto Guzzi Stelvio have?

The debut of the of the PFF Rider Assistance Solution really adds to the Stelvio’s electronic wherewithal, with the three main functions – forward collision warning, blind spot notifications and lane change assist – all seamlessly doing their thing, with the warnings clearly visible on the TFT screen and the mirrors for blind spot and lane change assist.

There are five riding modes – off-road the addition over the Mandello package – and switching between them is seamless thanks to a dedicated button on the right-hand switchblock. All have pre-determined levels of ABS, traction control, power modes and engine braking, with the latter the only parameter that isn’t customisable.

In off-road mode, ABS is automatically deactivated on the rear wheel and, if you want to release the shackles even more, there’s a switch (which doubles as cruise control activation) to easily turn traction control off.

In my mind, and based on the Stelvio’s adventure touring mindset, Moto Guzzi has absolutely nailed the electronic function: just enough without getting too caught up in an array of superfluous off-road modes and features which go beyond the bike’s working capability. The Stelvio isn’t, and hasn’t, been engineered to be an off-road powerhouse.

Cornering ABS and traction control are also part of the safety package thanks to a six-axis IMU, and the Stelvio also has adaptive LED headlights.

What’s the 2025 Moto Guzzi Stelvio like on the road?

I’m no longer surprised at the engaging performance of adventure bikes on the road, and the Stelvio is yet another example of that.

With such a wide spread of linear power, the Stelvio’s engine is a lusty delight, but the chassis is also a key part of the equation that allows it to build up a fair head of steam on twisty roads.

The suspension is nicely tuned for road riding, the Brembo brakes are pearlers, and the 246kg (wet) Stelvio turns and powers through corners – and we saw plenty of them on the launch – with nary a hint of nervousness or wallowing that can sometimes be a factor with long-legged suspension. The 170-section rear tyre also helps it to maintain a lithe posture.

Stability is the cornerstone, and although the front tyre feels like it’s miles away thanks to the ergonomics, it doesn’t feel vague. In fact, the front-end feels very planted, and remains compliant even under heavy braking and spirited cornering.

It’s a sit-in type of adventure bike, with a nicely padded seat and that big fuel tank to whittle away the hours. Thanks to the cylinder being rotated 90 degrees, the header pipes and throttle bodies aren’t potential real estate spoilers like on previous Guzzis, which amounts to a major tick.

But the storyline keeps on coming back to the resourceful engine, which sits on about 4000rpm at 100km/h. Short-shifting is way more fun than hit-the-stops acceleration, and if I ventured above 6000rpm during the launch it would only have been fleeting.

I also tried all the riding modes, but thanks to its flexible nature I soon returned to Sport and left it there – only making the foray into Off-Road when the gravel beckoned. Simple and rewarding.

What’s the 2025 Moto Guzzi Stelvio like off-road?

In true adventure tourer mode, the Stelvio doesn’t tie itself in knots on gravel. In fact, the easy-going engine is a great match for shifting terrain and, once the electronic settings are dialled, it’s smooth sailing.

While it’d be difficult to stand up for massively long periods, in short bursts the Stelvio is more than compliant – but the footpegs are quite small so you’d probably want to jettison those for larger ones. The rubber inserts in the pegs can be removed in seconds, though.

I also like the large footprint on the Stelvio’s sidestand, as well as its wide activation angle. Vital design principles for uneven ground.

The verdict

The beauty of the Stelvio is that Moto Guzzi has hit the engineering bull’s eye: it doesn’t pretend it’s a hardcore adventure bike, but it also has more versatility than an adventure sport.

The Stelvio is sportier than what its corporate literature gives it credit for – a bonus in my books – and the attention to detail and pragmatism is obvious across all the key metrics, which is what makes it so appealing.

The electronics are also user-friendly without being exhaustive, and it just oozes rationality out of every pore – but without being mundane. In fact, it’s got plenty of chutzpah, which is the part that’d keep me coming back for more.

Action photos by Ben Galli

Specs: 2024 Moto Guzzi Stelvio

ENGINE
Engine type: Liquid-cooled, four-stroke, four-valves-per-cylinder, transverse 90-degree V-twin
Capacity: 1042cc
Bore x stroke: 96 x 72mm
Fuel system: Electronic fuel injection
Emissions compliance: Euro5+

TRANSMISSION
Type: Six-speed
Final drive: Shaft drive

PERFORMANCE
Claimed maximum power: 115hp (84.6kW) at 8700rpm
Claimed maximum torque: 105Nm at 6750rpm

ELECTRONICS
Ride modes: Touring, Rain, Street, Sport and Off-Road
Equipment: Cornering ABS and traction control, electronically adjustable windscreen, full-colour TFT, adaptive headlights, cruise control, LED indicators and headlights, and PFF Rider Assistance Solution with forward collision warning, blind spot detection and lane change assist

CHASSIS AND RUNNING GEAR
Frame: High strength tubular steel
Front suspension: Sachs 46mm upside-down fork with preload and rebound adjustment, 170mm travel
Rear suspension: KYB side-mounted monoshock with remote preload and rebound adjustment, 170mm travel
Front brake: Twin 320mm floating discs, four-piston Brembo monobloc radial calipers, cornering ABS
Rear brake: Single 280mm disc, twin-piston Brembo caliper, cornering ABS
Wheels: Spoked tubeless, 19 x 3.00 front and 17 x 4.50 rear
Tyre: Michelin Anakee Adventure; 120/70R19 front and 170/60R17 rear

DIMENSIONS
Claimed wet weight: 246kg
Seat height: 830mm
Wheelbase: 1520mm
Fuel tank capacity: 21 litres

OTHER STUFF
Price: $32,890 ride away
Colours: Giallo Savana and Nero Vulcano