Road test of Moto-GuzziSTELVIO 1200 NTX 2009 The Stelvio revisited through the Dolomites

the many whitewashed passes remind me of a myriad of Toblerones. The big, throbbing 1200cm3 Guzzi twin carries me effortlessly thanks to its generous torque. I leave the town of Cortina d'Ampezzo behind me, and after two passes, I know that the Stelvio Pass is just 150 kilometers to the west. During this journey, the Stelvio will refuse to go as far as the second home that bears its name, its first home being of course Mandello del Lario, the birthplace of Moto Guzzi. I'm on the road to the Dolomites, and the Stelvio Pass isn't one of them.

the scenery I contemplate from the saddle of the 2009 Moto Guzzi Stelvio NTX is beyond description. As I pass the Marmola, the highest point in the Dolomites, the road already rises to 2000 meters and the peak still towers over me at over 1300 meters. I admire its glacier and my heart races through the countless curves.

the NTX is Moto Guzzi's answer to the BMW R 1200 GS Adventure, and is just as well equipped as its competitor. The large, sturdy aluminum saddlebags give it a menacing front-end look, and the two long-range headlights on either side of the twin emphasize the NTX's touring ambitions. The Dolomites region is also famous for another Italian/German clash. During the Great War, thousands of Italians, Austrians and Germans clashed in these mountains, and millions fell in battle. For the first time, the Austrians used sidecars to flush out the Italian troops, causing civilians to flee and creating chaos on its narrow roads. Fortunately, my Italian journey proved far less dangerous, but it's still interesting to note that in 2009, the main manufacturers in the "Adventure" segment remain German(BMW GS), Austrian(KTM Adventure) and Italian (Moto Guzzi Stelvio).

mountainous regions are often traversed by brave and fit men. When they're not riding a Stelvio or GS, they're climbing the rock or jumping off its summit. The Stelvio is a great adventurer and a natural fit for this rugged region. With the NTX name, the Stelvio gets a reinforcement kit and its twin gets a slight overhaul (modified camshafts, revised injection mapping). It becomes much safer to go off-road, but only an experienced rider will be brave enough to commit the Stelvio's 250kg to off-road trails. Another major problem prevents the NTX from carving out a true identity as a pure off-road rally machine: its small 18-liter fuel tank. A rider used to African rallies once told me that, where there were people, there was fuel. As far as I'm concerned, with a good 30-liter tank (33 liters on the BMW GS) I'll be better able to venture far from civilization with only the vultures waiting for my fresh meat...

the wide, comfortable saddle can be adjusted between 820 and 840mm in height. The high bubble can also be adjusted, with small air deflectors on either side. Adjusted to the lower position, the saddle naturally offers better wind protection, which is very useful and effective in bad weather. If you'd rather stretch your legs or take on bumpy trails, the high position is much more suitable. Sturdy handguards complete the equipment and reinforce the NTX's rugged look. You feel safe and secure, and it's satisfying to note that Moto Guzzi has chosen to equip its machine with real, heavy-duty protection rather than more attractive but less reassuring gadgets.

once over the first pass, I was surprised by the great flexibility of this Italian. Despite its XL size, the Stelvio reacts almost like a smaller, sportier bike. It's a sheer pleasure to take it through the hairpins and back on the throttle to the next bend. The Metzeller Tourance tires offer excellent grip, and their sufficiently deep treads make for fearless trail riding. The front tire is a 110/80-19 and the rear a 150/70-17. The 50mm-diameter fork is fully adjustable and has 170mm of travel, while the rear monobracket has 155mm of travel. Powerful front braking is provided by two Brembo radial four-piston calipers and two 320mm discs. For the rear, a 282 mm monodisc and a 2-piston caliper are connected to the ABS system. This ABS works perfectly in normal conditions and in the rain (which I've actually encountered...), and can be deactivated. For trail riding, however, it's highly advisable to bypass the ABS, otherwise you'll find yourself in serious trouble, as you won't be able to skid around tight bends. Speaking of ABS, I wonder why no manufacturer has yet equipped its bikes with a switch that instantly and definitively tells you whether the function is active or not. Indeed, on all the systems available today, handling is often so complex that it's quicker and simpler to test the wheel grip yourself and observe how the dashboard light reacts. A switch could also make it possible to do away with that annoying safety function which automatically activates the ABS every time the car is started. Last year, during a three-week stay in Africa where dust and sand were the order of the day, we found a way to permanently deactivate the ABS on a BMW GS, but I can't remember the procedure. Such a switch, placed next to the dashboard, would also eliminate the risk of unintentional activation or deactivation.

during this test, I was able to ride for a short while on a gravelly section and cross some weeds. One thing's for sure: don't go into these risky areas unless you're sure you know what you're doing. Because even with a pure enduro, the exercise promises to be perilous and requires a good deal of experience. Another important criterion is that the Stelvio's weight is far from that of a TT enduro. You also need to be in good physical shape, because even if the trails don't seem very technical, there are plenty of pitfalls. Just because the Stelvio NTX looks reassuring doesn't mean it's going to react the way you want it to, especially if you're new to off-road riding. Even so, I'm convinced that the Stelvio NTX will always manage, as long as the layout allows you to maintain a good speed, which is essential for a machine weighing 251 kg. However, I was a little unsettled by the fact that the power arrives a little late in first gear, which can be a handicap when the going gets rough on gravel. In any case, I'd say that the Stelvio NTX will get you where you want to go, as long as you know how to get there. With "all-terrain" tires, grip, braking and crossing ability are all improved.

if you're planning a leisurely trip as a duo, the Stelvio will be your best friend, taking you along thanks to its second-generation twin-cylinder engine offering a generous 11 mkg of torque at 5.800 rpm and maximum power of 105 hp at 7,250 rpm. The extra torque provided by the reworked camshafts and improved fuel injection compared to the 2006-2008 model is clearly noticeable. The NTX accelerates firmly but smoothly from 2,000 rpm, and much more decisively once the 6,000 rpm mark is passed. Knowing that at high altitudes, an engine loses between 10 and 20% of its power, this gain in torque made the NTX perfect for this trip to the Dolomites, and its twin always remained available. The clutch and smooth, precise gearbox are a delight to use. Sailing in sixth gear on a straight line is a truly comfortable experience. Comfortably seated, it's easy to read the plethora of information on the dashboard: speed, engine rpm, fuel consumption, average fuel consumption, top speed, fuel gauge, kickstand indicator, ambient temperature, heated grips temperature.... Nothing is missing.
If you're wondering what kind of sound this NTX produces, I'd have to say that the music from the air-cooled 90° Guzzi V-twin is limited by a large muffler on the left-hand side.

conclusion

with aluminum saddlebags as standard and ABS as an option, the Moto Guzzi Stelvio 12000 NTX is a well-equipped adventurer. This "Safari" version will cost you around €1,000 more than the Stelvio Standard, and even though both versions are equipped with the same second-generation twin, the multiple protections and good-quality aluminum luggage are enough to accept the extra cost. The 1151 cm3 air-cooled Twin V90 is a jewel, ideal for both relaxed and sportier riding. The extra torque compared with the first generation was very welcome in this engine-choking high-altitude region, and I had no reason to complain in this respect. Now I'd like to compare this NTX with the BMW GS Adventure and the KTM Adventure on a trip to Morocco, for example, but there's no doubt that the German and Austrian benefit from BMW and KTM's experience with these adventure-oriented concepts. Asking the Moto Guzzi Stelvio 1200 NTX to stand up to comparison would therefore be a bit daring. That said, I hope Moto Guzzi will continue to develop this Stelvio and, why not, enter it in competition to give it a chance to prove itself.
In 2009, the NTX is one of the best, if not THE best, Italian GT maxi-Trail on the market.

By Tor Sagen - Tradaptation Sebastien de Malfin