AFTER a thousand plus kilometre two day trip, some of it freeway, some back roads, some dirt, and a fair chunk of it two up, I believe the Moto Guzzi Stelvio 1200 is a vastly underrated adventure bike which is not only well built and well equipped, but also very capable.

The why
The big Moto Guzzi adventure bike now in its third incarnation, and was a perfect mount to carry my mate Craig and I to Canberra, to pick up my new BMW F 650 GS. The idea was then to take turns riding both on some interesting back roads home the next day to Newcastle. Two adventure bikes, different as chalk and cheese, both with great qualities, depending on your mission.

The bike and the ride
Craig and I became familiar with Moto Guzzi’s Stelvio NTX while riding a second generation model during the Cycle Torque Outback Adventure last May. There’s a lot of good feeling out there toward Moto Guzzi as it goes about modernising the big air cooled 90 degree V-twin, now with 1151ccs and four valves per pot, controlled by up to date engine management, including new for 2012 lambda sensors for each exhaust all helping keep the fuel injection informed, smooth and the emissions low. A fat torque filled output with 105 bhp available feeds through a solid clutch action to a chunky but easy going five speed gearbox. A shaft drive takes over transmission duties and is housed in a stunning to look at single sided swing arm with an, unfortunate sounding to some, acronym stamped on it. “CARC”, for CArdano Reattivo Compatto or CArdan Reactive Compact.

The engine with CARC swing arm is genuinely distinctive, it works very well, is tuned for relaxed use and is easy to manage from a dawdle in tricky dirt situations right up to highway truck passing speeds fully laden two up. CARC keeps the rear planted, eliminates torque reaction, and is aided by a new for 2012 engine speed monitoring traction control, which joins switchable ABS, to complete a comprehensive safety package. Unusual for an adventure bike are radial mounted high spec Brembo four pot brakes, these hang from 43 mm inverted forks while outback a single disc and Brembo two pot calliper is neatly integrated into the big swing arm, together they pull up a big machine (231 kg) plus a two up load just fine.

Departing Newcastle late Friday we preloaded the solid yellow adjustable rear shock that's easily accessible through big silver frame rails, we left the forks as they came. Craig was prepared to suffer as pillion, he didn’t, it was a breeze, the Stelvio is purpose built for this work. With its broad and relatively low seat I sat well forward upright and comfortable while Craig held onto big well shaped alloy grab rails. Set above a classic styled instrument cluster with LCD data display is an easily adjustable screen when set to full height created a turbulence free cockpit. The bodywork has been restyled and looses the bug eyed look of previous models.

The Stelvio NTX comes fitted with gear other manufacturers charge extra for, there are running lights, side crash bars, a substantial bash plate and a rear carrier, all up representing great value. Perhaps the significant 2012 feature is the new 32 litre tank promising a very handy 430 km range. We had the included NTX panniers on board and were the only aspect of a complete package which jarred, they are wide, pushed a pillion’s feet forward and the locks fiddly. And if you can dismount without scraping the top of the panniers you are doing very well.

After an overnight stay in Goulbourn the highway delivery duties were over as we rolled into Canberra early morning and headed straight into collect my bike from Rolfe Classic. Not so sure how the Stelvio was perceived by the team at BMW Motorrad, spending face time with their competition! With Craig now solo on the Stelvio we headed into Canberra’s Civic centre to plot our path home while polishing off an excellent eggs and the lot breakfast. Summernats was in town requiring us to thread through a traffic jam to get past the show grounds. By now we were chaffing at the bit to get on the road to Crookwell, Taralga and Oberon. Before long we hit our first bit of graded dirt and Craig was up on the pegs powering on, the big NXT stable and easy going, not wanting to press the new BMW, just yet, I lost sight of the Stelvio until the tar resumed.

Where it belongs
We hung together up through state forests and hill climbs where on a hairpin turn Craig ran the Stelvio wide and the lighter quicker handling BMW dived inside passing easily and then took off. At Oberon by early afternoon and after the essential burger with the lot we swapped bikes. I’m back on the Stelvio as we rode through stunning countryside, it’s been a season for rain and everywhere was lush and green. We rode through rolling hills, there were few cars and plenty of bends. As a tourer now the Stelvio was in its element, maybe swap between third and fourth gear if you wanted something to do.
Hanging out for a dirt challenge we put up with traffic through to Mt Victoria and the Bells Line of Road. When opening up a booming Stelvio to pass cars, it was great watching drivers sit up and notice, that Guzzi sound is a safety feature.

Turning left just after Bilpin Craig led on the BMW as we hit an involving dirt track descent to the Upper Colo River. The Stelvio’s wide bars when up on the pegs kept everything under control, hard dabs on the brakes had the ABS working on some tighter entries. We swapped back again for the run along the Colo River, and by now Craig was getting a foot down on some bends, a bit dicey considering the Stelvio’s weight, but he wasn’t worried given the way the bike handled. We got lost and then got unlost, the BMW almost ran out of fuel, but not the Stelvio with its 32 litres. Got to Hornsby after taking the Galston Gorge Road and then home via the F3. It’s true, you really don’t need to go far for an adventure ride.

It's a doer
Overall it was a revelation to move so easily between two such different bikes. Especially when riding some challenging dirt situations. It is a credit to Moto Guzzi’s design team to have developed the Stelvio to such a high standard. Coming fully equipped and ready to go the $22,990 NTX is now a serious, and character filled, alternative to BMW’s 1200 GS series and that is a good thing for adventure riders.

There might not be too many major changes between the new Stelvio and the one it replaced but it feels as though there is. I wish the dash and therefore the traction control system was easier to navigate though, but once you read the owner's manual it will be easier than trying to figure it out for yourself.
Keep it up Moto Guzzi, the Stelvio NTX deserves to do well amongst riders seeking to tackle an all roads two up long distance continent spanning adventure, or just a day ride to Canberra…