Motorcycle specifications Moto-Guzzi1000 Stelvio 2025 Back to the mountains

Whether you're on a roadster, a sports bike, a trail bike, a bicycle, a skateboard or a kayak, you'll always see the same thing. It's freezing at the top of the Stelvio! 10° on average in summer.
The temperament of the new Guzzi bearing the same name will be warmer. The restrained and intrinsic extravagance of its motorization, its wise and muscular profile, a typically Italian charm: everything seems to make the road warm and cheerful with the new Moto-Guzzi 1000 Stelvio trail bike.

But just because it's called the Stelvio doesn't mean it's the successor to the big 1200 trail bike in operation from 2008 to 2016. This was an alternative to the 1200 GS, the 1200 Super Ténéré and the 1200 Caponord (among others). Since then, the market has changed, and so has its positioning. So, what about the new Stelvio? Quite simply, a new dimension in trail riding for Guzzi, forgetting all but the essentials. Starting from the base of the V100 Mandello, the mechanics will transport the adventure to other flavors.

This block is the brand's hectic present and future. Still freshly unmolded, it has so far only carried the Mandello roadster. Now it's time for its second incarnation, with just as much to look forward to. Liquid-cooled, and far more modern than air-cooled engines, the 1084 cm3 twin-cylinder is the most powerful in Guzzi history, with 115 horsepower. We've seen bigger (the Calif' 1400) or crazier (the Ottocilindri V8). But with a strong character in the Mandello, vivacity and strength in the guts, the propeller will give the Stelvio good wings. Guzz' has reworked it a little to validate it for Euro5+ and improve the transmission - obviously by cardan shaft, like all Guzzi models.

At first glance, it appears to be nothing more than an upgraded V100 Mandello. But that would be judging too quickly. It can't deny the same genetics, taking over engine, axle, monobracket and transmission. It's above that we begin to see the change. The design logically tends towards an expedition trend, obliterating the touring look and taking on its functions. The electrically height-adjustable bubble (over 70 mm) and its appendages augur well for protection. The back bag has been enlarged, giving it a more rugged appearance and announcing greater autonomy. The Stelvio's fuel tank holds 21 liters.

Guzzi has strengthened the chassis - in case the rider is tempted by paths forgotten by asphalt - with more engine mounting points, a sturdier frame and a beefier monobracket. Braking is also derived from the Mandello, so you can brake hard with Brembo radial pistons on 320 mm discs.
Spoked rims suggest an off-road dimension, but the Stelvio makes no secret of the fact that it prefers asphalt and long distances by far. A 19-inch front wheel, a tiny engine block, 170 mm of travel and Michelin Anakee Adventure shoes... We can envisage a trip on nice forest roads - but no more.

Like all big trails, in fact. Except that the new Stelvio isn't going to mess with the big boys. Its target is now the 900 Tiger, Multistrada V2, 1050 V-Strom, 1100 Africa Twin Sports Adventure... Also the F 900 GS or even the 890 Adventure / Norden 901? Not really; these have a stronger TT commitment.

Taking advantage of in-house electronics, the rider can choose the Stelvio's temperament via the 5 Driving Modes* present. The 4 taken from the Mandello (Sport, Strada, Turismo, Pioggia) plus an additional "Off-road", to match the image of the trail bike. But Guzzi makes it clear:"this bike is always ready for light off-road use". CQFD.
It also comes with all the current "necessities", i.e. a color TFT screen (5 inches), traction control, ABS reactive to cornering, cruise control, shifter, USB socket, adaptive cornering lights; even on-board radars (optional).
These are part of the Piggio Fast Forward platform, providing detection technology - find out more in the Stelvio PFF Rider Assistance Solution sheet.

Travel enjoyment is further enhanced by a host of optional extras: heated grips and saddles, panniers, 52-liter top-case, tire monitoring system, connected smartphone app, crashbars and more...

Moto-Guzzi's trail offering included (only) the V 85 TT and its adventurous Travel version. A very nice machine, but not strong enough to take on the big boys in the segment. With this 1000 Stelvio, the Italian eagle brings a much stronger presence to its range. The bike doesn't seem to be lacking in assets, and above all brings a good taste of Lombardy's terroir.

M.B - manufacturer images

* Stelvio driving modes in detail:
- Turismo (Tourism):Engine braking intervention is at a medium level, to facilitate deceleration with only the throttle cut; engine mapping is progressive (level 2 out of 3); traction control is at the third level out of four.
- Pioggia (Rain): all electronic assistants are adapted to better cope with difficult weather situations. Engine braking is at a medium level; power is very smooth (level 3 out of 3); traction control is at the highest level.
- Strada :(Road) : Engine braking is at medium level; engine management is progressive (level 2 out of 3); traction control is at level 2 out of 4.
- Sport: A dynamic experience. Engine braking is not very present; engine mapping is the most direct and sporty (level 1 out of 3); traction control is the least invasive (first level out of four), while ABS has a calibration that allows very strong braking.
- Off-Road: Mode specifically developed for off-road driving. Engine braking is very practical and engine management is the most direct. Traction control and ABS have specific off-road calibrations: the former at minimum intervention level, while the latter is present only on the front wheel.it is possible to eliminate both traction control (in all driving modes) and ABS on both wheels (in off-road mode only).