Moto Guzzi Reviews

Moto Guzzi Stelvio 8V review

This is important to touring riders, especially in more remote areas at weekends, but it’s also an asset in everyday riding because you’re not wasting so much time refuelling. The famously capacious BMW GS Adventure has only one litre more, while the stock GS has 4.4 gallons (20 litres) so this transforms the Guzzi’s viability as a distance machine.

Comfort on the Italian bike is exceptionally good, too. The new seat is supportive over long periods and it’s manageably low for average and some shorter riders, while the riding position is upright and roomy.

Aerodynamics are also impressive: the Stelvio 8V’s screen produces a little wind noise at speed while the larger NTX one is very protective, quiet and free from buffeting – both are better than their BMW counterparts.

The suspension plays its part, too, providing an outstanding, plush ride quality which absorbed some very poor Tuscan road surfaces. The Marzocchi forks and Sachs rear shock are fully adjustable (although not electronically, as with the £645 BMW ESA option), but for solo riding there’s little need.

Two-up, the rear will need more damping and spring preload, which is all available, while the passenger gets plenty of room and good wind protection, although some might find their feet clash with the rider’s at times.

The engine was reworked in 2010 and has been further refined for this year, and now matches the bike much better. Some effort has gone into quietening mechanical clatter, the clutch is smoother to operate and mapping changes have improved economy.

The peak power of 104bhp is a few shy of the BMW and it doesn’t feel quite as lively at lower revs, but unless you plan adventure-bike racing this doesn’t matter a great deal. What’s important is the crisp and willing feel of the motor, making the bike enjoyable as well as capable. Even two-up it pulls well enough from lower revs, and the unique, mellow Moto Guzzi sound is a pleasing bonus.

The fuelling is perfect and vibration is reduced thanks to newly rubber-mounted handlebars – all that’s left is a chunky shudder when you open the throttle, although that is communicative rather than intrusive.

Another important feature is the shaft final drive, a must for many riders in this class. It works very well, with no negative effect on the handling thanks to some clever geometry with the swingarm, while the additional unsprung mass compared with chain-drive isn’t noticed.

Moto Guzzi California Vintage long term review | Moto Guzzi ...

I really became hooked by the California Vintage months prior to my buying it.  I’ve got the ’07 and there is no difference between model years, at least nothing noticeable.   I personally prefer and appreciate older-style, lower-tech, mechanical things. This motorcycle has all that and does it with Italian style.

If you look close at my photo above, you’ll notice my tail light is tipping downward because the tail light bracket had failed just the day before the photo was taken,  just as I was finishing up this article.  I had to temporarily secure mine with zip ties and a rag stuffed between it and the rest of the bracket.  Luckily, I’ve carried a bunch of zip ties in my panniers since I was a motorcycle marshal last year, and that helped me get home from work that day.

The picture was taken when I rode to my Guzzi dealer to have him see what happened, but since he’s not a Guzzi dealer any longer, I’m left to fixing it myself, which is fine by me. A downside to being a Guzzi owner in the USA is that dealerships are few and very far between.  This is a concern, but the bike is not difficult to work on if you’re mechanically inclined.  The Moto Guzzi California models generally have very well stood the test of time regarding their reliability and ability to accumulate high mileage , with few exceptions.

Electronics and simplicity:

Electronics on the bike are minimal compared to other types of new motorcycles.  Fuel injection is by Magneti-Marelli and is fed via two Weber throttle bodies, two fine names in motoring and motorsports.  Guzzi California models have been fuel injected for many years, ahead of several other brands.  If you do want to plug in electronic gadgets, there is a 12 volt accessory outlet, but it is located on the left side of the bike and the users manual recommends against riding with things plugged in there.

The 350 Watt charging system is less powerful than most modern touring bikes and it takes quite a bit of rpm to achieve that.  In fact, just keeping the stock 55 Watt auxiliary lights on while riding at lower rpm will indeed drain the battery.  Makes me want to ask why Guzzi chose 55 Watt bulbs as standard, but why ask.  A simple an inexpensive swap to 35 Watt bulbs cured that problem many miles ago for me, and has for many other Cal Vin owners too.

Gauges are analog with black background and bright red needles.  I like them and they continue to work well for me, including the analog trip odometer.  I like having to twist the reset knob to reset it rather than push some touch screen for a digital display – that’s just me.

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