Triumph Motorcycles has announced its 2024 Triumph Tiger 1200 GT Explorer and Tiger 1200 Rally Explorer models, which include further refinements to the engine, enhanced comfort and ergonomics, improved cornering clearance, reduced seat height with Active Preload Reduction as standard, and new colors. The GT Pro and Rally Pro models will not be available in the U.S. market for 2024.
2024 Triumph Tiger 1200 GT Explorer
At the unveiling of the new bikes, Triumph’s Global Product Marketing Manager James Wood said that, similar to the recent changes made to the Tiger 900 line, when it came to the 2024 Triumph Tiger 1200, the company is “constantly looking for ways to improve and refine our bikes and always looking to make them better for our riders.”
The Tiger 1200 line still features the liquid-cooled, transverse inline-Triple with DOHC and 4 valves per cylinder and a T-plane crankshaft with a 1-3-2 firing order. The irregular firing sequence gives the engine the feel and tractable response of a Twin down low and the sporty character of a Triple from the midrange to redline. In our 2023 Tiger 1200 GT Pro review, the Jett Tuning dyno showed 130.2 hp at 9,100 rpm and 81.8 lb-ft of torque at 7,000 rpm to the rear wheel through the bike’s shaft final drive.
When asked at the unveiling if Triumph had considered changing the engine configuration, Wood said the T-plane was a “very conscientious decision … because of the extra character it gives you and because of the extra tractability it gives you at low rpm.”
“That is absolutely something that we love about this bike and something we know that customers love about this bike too,” he said. “So it was never an option to be changed to anything else. It’s a really nice engine, especially for adventure-style riding.”
2024 Triumph Tiger 1200 Rally Explorer
For the 2024 model, Triumph has made further changes to the crankshaft, alternator rotor, and balancer to increase engine inertia, plus some associated engine calibration changes, all with the goal of a smoother and more precise low-rev torque delivery. Triumph says customers will be able to feel the increased smoothness while accelerating or decelerating, especially at low speeds, and that an updated clutch design will create smoother engagement when changing into first gear.
2024 Triumph Tiger 1200 Rally Explorer
Both Triumph Tiger 1200 Explorer models still feature Brembo Stylema braking components, with dual 4-piston monoblock radial front calipers clamping down on 320mm floating discs and a 1-piston rear caliper and 298mm disc. Cornering ABS is standard, as is cornering traction control. The Showa semi-active suspension system has On-Road and Off-Road damping modes, with nine settings ranging from Sport to Comfort within each mode, as well as automatic rear preload adjustment. Travel is 7.9 inches front and rear. The Tiger 1200 Rally Explorer rides on tubeless spoked wheels (21-inch front, 18-inch rear), and the GT Explorer features cast aluminum wheels (19-inch front, 18-inch rear).
2024 Triumph Tiger 1200 GT Explorer
The seat on both bikes has been redesigned with a flatter profile, providing more space for the rider, and the accessory low seat reduces the seat height by 0.8 inch from 33.5 inches to 32.7 inches on the GT Explorer and from 34.5 inches to 33.7 inches on the Rally Explorer. Seat height is reduced an additional 0.78 inch by the new Active Preload Reduction feature, which was revealed in August 2023 and offers the rider greater confidence by reducing the rear suspension preload as the Tiger 1200 slows to a stopsimply by pressing the ‘Home’ button on the switch cube for one second.
The cornering clearance of the Triumph Tiger 1200 GT Explorer model has been increased by lifting the footpeg position and moving them closer to the bike, and a longer clutch lever has also been introduced, providing increased space for riders’ fingers, adding further comfort especially on longer journeys.
The Tiger 1200 Explorer technology package includes the Triumph Blind Spot Radar System, 7-inch TFT instrumentation with integrated My Triumph Connectivity System, Shift Assist, heated grips and seats, tire pressure monitoring, Hill Hold, and a keyless system that includes ignition, steering lock, and fuel cap.
2024 Triumph Tiger 1200 GT Explorer
Both variants of the Triumph Tiger 1200 Explorer models will be available with new colors for 2024. The GT Explorer will be available in Carnival Red, as well as the previous options of Snowdonia White and Sapphire Black. Pricing starts at $23,795. The Rally Explorer will be available in the new Matte Sandstorm and Jet Black options, as well as the popular Matte Khaki. Pricing starts at $24,895.
No number carries as much weight in racing as the number one. It can be both a source of pride and a source of pressure, feelings which are amplified for first-time carriers. What goes through the mind of a rider who is, unequivocally, the one to beat?
“ONE: Into the mind of a racer” follows Alvaro Bautista (Aruba.it Racing – Ducati) through his first season as the reigning MOTUL FIM Superbike World Championship and opting to switch his usual #19 for that coveted number. Produced by Spectra Films in collaboration with Dorna WSBK Organization, filmmaker Paolo Novelli shows an unseen side of the Spanish rider’s 2023 season, recorded at multiple WorldSBK rounds as well as at several other locations, including his own home in Talavera de la Reina.
Featuring mostly never-seen-before footage and an exclusive interview with Bautista himself, “ONE” takes us through the highs and lows of a memorable campaign: the record-breaking start, the mistakes, the late doubts… We get an in-depth dive into several key moments of the 2023 season, from emotionally difficult races in Most and Aragon to a title-defining win in Portimao and Championship celebrations in front of his home crowd of Jerez.
Bautista also shows a personal side beyond WorldSBK weekends, with exclusive footage of the Ducati rider’s family life back home in Spain, as well as his strict training regime between rounds. The documentary presents us his life as a rider, but also as a father, husband, and son.
Novelli had previously directed, amongst other projects, “Andrea Dovizioso: Undaunted”, a much-lauded documentary following the Italian rider’s pursuit of the 2019 MotoGP™ title.
Watch “ONE: Into the mind of a racer” NOW on WorldSBK VideoPass and get ready for the 2024 WorldSBK season!
The 2024 MOTUL FIM Superbike World Championship will be one to remember for lots of reasons, and one is Jonathan Rea (Pata Prometeon Yamaha) making his debut for Yamaha this year. After nine seasons of success with Kawasaki that couldn’t be matched by anyone, the Ulsterman opted for a new challenge when a vacant seat opened up at Yamaha this year. He’s looked comfortable on the YZF-R1 so far as he looks to bounce back into P1 and continue writing his WorldSBK legacy.
THE PRE-YAMAHA STORY: bursting onto the scene with Honda, unprecedented results with Kawasaki
Rea made his debut back in 2008 at Portimao and was instantly showing what he could do, securing a front row start alongside polesitter Troy Bayliss, 2009 WorldSSP Champion Cal Crutchlow, and two-time WorldSBK Champion Max Biaggi. P4 in Race 1 showed his talent, and from there he never looked back. 15 wins with Honda came before a switch to Kawasaki unleashed his talent. Six consecutive titles between 2015 and 2020, more than 100 wins and unrivalled levels of success led to one of the most successful partnerships not just in WorldSBK, but in motorsport as a whole. However, all good things come to an end and, after two tricky seasons in 2022 and 2023, Rea opted for a move to Yamaha for a new challenge in 2024.
THE BLUE CHAPTER: first time riding the YZF-R1
Rea made his Yamaha testing debut at Jerez right after the season ended and quickly adapted, setting rapid times as he found his feet. Another test before 2023 concluded continued this, and then there were two more tests at Jerez and Portimao in 2024. Plenty of time to adapt, and test new items, means the 37-year-old is in good stead for Australia as he looks to repeat what he did with Kawasaki back in 2015 and win on his debut with his new manufacturer. At EICMA, he also spoke about how his first bike was a Yamaha with the PW50, the family ties he has to Yamaha and much more.
WHAT RECORDS COULD HE BREAK? There’s more history for Rea to write…
It’s possible to think someone with the most WorldSBK starts, wins, titles and fastest laps has broken every record there is to break already, but actually there are a few his switch to Yamaha could bring him into contention for. Victory for Yamaha would make him the first rider to win with three different Japanese manufacturers after Honda and Kawasaki, while he’d join an exclusive club of riders who’ve won with three manufacturers. Stephane Mertens, Eugene Laverty, Anthony Gobert, Chaz Davies, Troy Corser and Marco Melandri are the only riders who have managed this feat. A win with Yamaha in Race 1 at Phillip Island would mean he’s won two debut races with different manufacturers, after taking victory in the same race in 2015 with Kawasaki. Of course, there’s also the seventh title aspect should he win the Championship this season, cementing his status as the greatest of all time in WorldSBK.
REA’S THOUGHTS ON YAMAHA SWITCH: “I’m enjoying it and I think the bike suits my style”
Speaking about his first season with Yamaha, Rea said: “I’m really excited. It’s always nice when you change colours just to breathe some different air. It’s been really cool. I’m really grateful to Yamaha for giving me the opportunity and making me feel so welcome. I’m enjoying the bike. I’m really enjoying the engine character of the R1. Working with the crew, a completely new crew for me, aside from my chief mechanic Uri and I knew Davide from a few years back. The Yamaha’s a very user friendly bike, I’m enjoying it and I think it suits my style. It can be ridden in so many ways. You see how Toprak rode the bike was super aggressive, then you can see how guys like Remy and Locatelli rode the bike; more wheels in line but still super-fast.”
A NEW ERA BEGINS: follow Rea’s maiden Yamaha campaign in style using the WorldSBK VideoPass!
2024 Honda Africa Twin Adventure Sports ES with manual transmission
American Honda has announced the return of its flagship Africa Twin adventure lineup, which has been updated for the new model year. The 2024 Honda Africa Twin will be available in in four variants: the off-road focused Africa Twin and the more on-road focused Adventure Sports ES, both of which will be offered in either a manual transmission or Dual Clutch Transmission (DCT) model. The DCT models feature automatic shifting or the option to use paddle shifters, as well as four settings: Drive, Sport 1, Sport 2, and Sport 3.
“The Africa Twin is a mainstay of Honda’s adventure lineup, and we’re happy to bring this platform update to our customers for 2024,” said Brandon Wilson, manager of Racing and Experiential Marketing at American Honda. “With the recent addition of the midsize Transalp, and now this updated Africa Twin, it’s clear that Honda is committed to the adventure category, and to delivering capable machines to fuel enthusiasts’ desire to explore.”
Both the Honda Africa Twin and Africa Twin Adventure Sports ES are powered by a liquid-cooled 1,083 Unicam SOHC parallel-Twin with 4 valves per cylinder and 270-degree crank mated to a 6-speed gearbox and chain final drive. The engine’s intake/exhaust has been redesigned, and compression has been increased to 10.5:1.
2024 Africa Twin Adventure Sports ES DCT
Both bikes also feature cruise control and throttle-by-wire with seven levels of Honda Selectable Torque Control and four power delivery modes: Tour, Urban, Gravel, and user-programmable. The Africa Twins have a new five-position windscreen, tubeless tires, and a revised fairing design, and the Adventure Sports ES features heated grips.
2024 Honda Africa Twin DCT
Stopping power remains the same on both bikes, with dual 4-piston calipers biting 310mm front discs and a 2-piston caliper and 256mm disc in the rear. Both models have switchable cornering ABS with two modes: on-road or off-road.
For suspension, the Africa Twin still has a 45mm inverted telescopic fork and Pro-Link monoshock, but travel has been reduced to 8.0 inches in front and 8.7 in the back (down from 9.1/8.7, front/rear on the 2022 Africa Twin and Adventure Sports ES). The seat height remains at 34.3 inches for the standard position, with a low position of 33.5 inches. The Africa Twin still rides on 21-inch/18-inch front/rear wheels, and with its 5-gallon tank full, it has a wet weight of 510 lb or 535 lb for DCT.
2024 Africa Twin Adventure Sports ES DCT
The Adventure Sports ES also has a 45mm inverted telescopic fork and Pro-Link monoshock, both now with electronic adjustment offering five suspension damper settings: hard, medium, soft, and off-road, as well as a customizable “user” setting. Travel has been reduced to 7.3 inches/7.9 inches, front/back. Seat height has also been lowered to 33.7 inches for the standard position and 32.9 inches for the low position. The Adventure Sports ES has a new 19-inch front wheel (still 18 inches in the rear), a 6.6-gallon tank, and a wet weight of 535 lb or 559 lb for DCT.
2024 Honda Africa Twin DCT
The Africa Twins feature a 6.5-inch touch-panel LCD multi-information dash with three display options and compatibility with Apple CarPlay, Android Auto, and Bluetooth.
2024 Africa Twin Adventure Sports ES DCT
The 2024 Africa Twin will come in Grand Prix Red starting at $14,799 for the manual transmission and $15,599 for the DCT. The Adventure Sports ES will come in Pearl White starting at $17,599 for the manual transmission and $18,399 for the DCT. Both bikes will be available in May.
Rivalries are a huge part of the MOTUL FIM Superbike World Championship and that’s set to continue in 2024 with the start of some new battles. As rookies take to the track, line-ups change at a lot of the teams and established riders look for wins and podiums, we take a look at some of the new rivalries you could see in WorldSBK in 2024.
TOP IN TESTING: Bulega and Razgatlioglu to ignite?
Where better to start than the two riders who were quickest across the four 2024 test days? Nicolo Bulega (Aruba.it Racing – Ducati) was quickest on both days at Jerez and the opening Portimao day, while Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) ended the Portuguese test on top. When ‘Bulegas’ was quickest, ‘El Turco’ wasn’t far behind and vice versa. Could this be the newest fight at the front in WorldSBK?
DUCATI TEAMMATES: Bulega ahead of Bautista so far…
One key story to emerge from testing was Bulega being quicker than teammate Alvaro Bautista. While they had different testing programmes, and Bautista is still nursing a neck injury although getting back to full fitness, the gap between them was a lot bigger than expected. With another couple of weeks recovery, you’d expect Bautista to be fighting at the front again when racing resumes in Australia. However, the potential is there for Bulega’s impressive start to life as a factory Ducati rider to continue and cause the double Champion a headache…
NEW YAMAHA PAIRING: Rea and Locatelli fight for honours
Like with Bulega and Bautista, a new line-up at the Pata Prometeon Yamaha squad could provide another rivalry to look forward to. With Jonathan Rea moving across to join Andrea Locatelli at the factory Yamaha team, an interesting dynamic is set to play out. Six-time Champion Rea will be looking for an unprecedented seventh title, while ‘Loka’ is going in search of a first race win. There’s also been a change in crew chiefs, with Andrew Pitt moving to Rea’s side of the box and Tom O’Kane linking up with Locatelli.
PETRUCCI AND IANNONE: will the friendship turn into a rivalry?
Andrea Iannone (Team GoEleven) has been turning heads since he first jumped on the Panigale V4 R at Jerez last year, and that’s been continuing in 2024. Fast at the Spanish venue and Portimao shortly after, ‘The Maniac’ looks well and truly ready for competition. Danilo Petrucci (Barni Spark Racing Team) comes into 2024 on the back of a stunning rookie campaign where he scored podiums and will look for a first win. Is there a possibility Iannone beats him to that first WorldSBK victory, and could they battle hard but share the rostrum together?
A NEW BONOVO BMW LINE-UP: can Redding get the better of Gerloff?
American star Garrett Gerloff (Bonovo Action BMW) ended 2023 as the BMW rider to beat. Pole at Magny-Cours was the highlight but the #31 also battled for the podium in the final third of the season and narrowly missed out on a rostrum visit. For 2024, he has a new teammate as Scott Redding joins from the ROKiT BMW Motorrad WorldSBK Team. Seemingly enjoying his new environment throughout testing and quick as well, the Bonovo Action BMW rivalry seems set to heat up in 2024.
BRITISH CHAMPIONS ON THE WORLD STAGE: Ray and Mackenzie’s friendly rivalry
They’ve raced each other on the domestic scene but for 2024, Bradley Ray (Yamaha Motoxracing WorldSBK Team) and Tarran Mackenzie (PETRONAS MIE Racing Honda) are ready to battle it out on the world stage. Mackenzie is entering his first WorldSBK season while it’s Ray’s second, and both will be looking to get the better of each other. Perhaps nothing sums up their friendly rivalry more than ‘Taz’ suggesting Ray will be his rival in 2024 after he joked that he’s “not normal”, with Ray laughing when this was put to him and calling Mackenzie a “legend”. Joking around in testing suggests any on-track rivalry between these two will stay firmly on-track.
BASSANI VS RINALDI… 2.0? new look rivalry for Bassani and Rinaldi
After their rivalry ignited last year, there’s been a change for both Axel Bassani (Kawasaki Racing Team WorldSBK) and Michael Ruben Rinaldi (Team Motocorsa Racing). Bassani has moved on from Rinaldi’s current team to become a factory Kawasaki rider, while the #21 lost his seat at the factory Ducati team but remains with the manufacturer with the Independent outfit. It’s a new look for the two adversaries, but will their rivalry continue to explode in 2024?
SIBLING RIVALRY: Alex and Sam Lowes go for top dog in the family…
Sometimes, rivalries can be fierce and sometimes they can be friendly rivalries. It’s possible in the case of Alex and Sam Lowes (Elf Marc VDS Racing Team), it’ll be fierce and friendly. After all, everyone wants to beat their teammate, and everyone wants to come out on top against their siblings. They’ve raced together before but never in a World Championship, possibly taking their rivalry to a new level. Let’s just hope there’s no awkward family dinners after a round…
A NEW ERA BEGINS: don’t miss any moment from 2024 using the WorldSBK VideoPass!
Cold temperatures and unexpected weather changes are the reality in the northern latitudes where many of us ride. Even though I’ve lived in Minnesota for decades, I’ve never used heated apparel before. As I prepared for a multi‑day tour of Michigan’s Upper Peninsula last October, I decided to remedy that situation by ordering an Aerostich Kanetsu Wind Blocker heated motorcycle vest to add some comfort to my late‑season ride. This electric vest gave me the feeling of the warm sun beating down on my back, especially on cold 35‑degree mornings on and off the road.
The Aerostich Kanetsu heated vest, which is made at the company’s factory in Duluth, Minnesota, and uses top‑quality stitching and zippers, proved to be hassle‑free. When ordering the vest, you specify size and the type of connection you need to hook it up to your motorcycle: BMW, SAE, or QuiConnect 2 (coaxial, which has a male‑and‑female connection). The vest’s power draw is 45 watts / 3.3 amps.
A size Large suits my 6‑foot‑2, 175‑lb frame perfectly (a detailed size chart is available on the Aerostich website), and the vest fits well underneath a jacket. It has a longer tail in the back to provide lower‑back coverage when seated in a crouched position. The vest has two pockets: one for storing the power cord and a larger one that the entire vest folds into for convenient stowage or a handy pillow for a roadside nap. Also available are optional zip-off sleeves ($97), which I added to the vest for additional insulation and to transform the vest into a jacket that can be worn off the bike.
With the vest on and powered up, I found the heat to be distributed evenly around my core as well as my neck thanks to the high collar. The power is switched on/off with a large, glove‑friendly lighted pushbutton that can be clipped onto the outside of your riding jacket. The vest provided plenty of warmth, and as the ambient temperature approached 50 degrees, I simply turned off the vest’s heat. Given the ongoing comfort, I found myself experiencing momentary guilt as my riding buddies went through the hassle of layering up and down throughout the changing riding conditions. They got tired of hearing me brag about how warm I was.
The Aerostich Kanetsu heated motorcycle vest with optional zip-off sleeves.
There are three versions of the Aerostich Kanetsu heated motorcycle vest: Airvantage ($247), which has an air‑adjustable fit and an outer shell made of Windstopper fabric; Windstopper ($197), also with a Windstopper outer shell; and Wind Blocker ($187), the version I tested, which has an outer shell made of windblocking TLTec fleece. Sizes range from S‑2XL. With this heated vest as a permanent addition to my saddlebag, I now look forward to rides on cold, blustery days.
In this issue, we bring you reviews of the 2024 Suzuki GSX-S1000GX+ sport-tourer and the 2023 Can Am Spyder RT Sea-To-Sky, the company’s top-of-the-line touring model. We’ve also got a Rider Comparo between two middleweight streetfighters: the 2024 CFMOTO 800NK and Suzuki GSX-8S.
In Kickstarts, we show you new bikes in the 2024 Harley-Davidson lineup, Kawasaki’s Ninja 7 Hybrid ABS and Z7 Hybrid ABS models, and the Triumph Daytona 660.
In this month’s On the Road feature, Scott A. Williams takes us on a tour of “Asphalt Heaven” in West Virginia. And for our Favorite Ride, our managing editor, Paul Dail, rolls through southern Utah and Arizona history. In Riding Around, C. Jane Taylor interviews the young members of Rocker MC at Bard College at Simon’s Rock.
Continuing our celebration of Rider’s 50th anniversary, Rider Rewind highlights 10 motorcycles that changed the course of motorcycling from 1974-2024, and our Exhaust Note comes from Alan Paulsen, Rider’s first managing editor.
The 2024 MOTUL FIM Superbike World Championship is getting closer, but big rule changes for the upcoming year have already been announced. From riders needing to add ballast depending on their difference to the reference weight, fuel changes including the fuel needing to have more sustainable origins and differences to the concession system, there’s a lot to be excited for this season.
BALLAST TO BE ADDED: lighter riders to add weight
One of the bigger changes for 2024 is the introduction of new weight regulations, with riders needing to add ballast to their bikes depending on how much lighter than the reference weight they are. The reference weight has been set at 80kg, and riders under this will need to add 0.5kg for every 1kg lighter they are. For example, a rider who weights 70kg in their leathers and with all the protective equipment would need to add 5kg to their bike. A maximum 10kg ballast can be added.
REDUCTION IN CAPACITY: less fuel available for races…
There have also been some changes to fuel regulations. The fuel tank capacity has been reduced to 21 litres, while some tests are ongoing to evaluate fuel flow for 2025. Not only has the fuel tank been reduced, but from this season, 40% of the fuel used must come from non-fossil origin to increase sustainability within the paddock.
AMENDED CONCESSION PROCESS: every two rounds and Superpole Race now scores concession points
As part of the overall package of changes, there have been amendments to how superconcessions work. The concession checkpoint will now be every two rounds, as opposed to three, while manufacturers can now get concession points in the Tissot Superpole Race (previously, it was just Race 1 and Race 2) with ‘half points’ awarded. All manufacturers start on 0 points, and the difference to the highest impacts the concessions. At a checkpoint, any manufacturer with 33 or more points less than the highest will be evaluated. Superconcessions are the only way RPM limits in 2024 can be reduced too, if manufacturers have gained the RPM due to a concession. Also, the superconcession parts now extends to engine components.
ENGINE ALLOCATION INFRINGEMENTS: new penalties
The penalty for exceeding the engine allocation rules has been changed for 2024. A rider now breaking this rule will start from the back of the grid and will also receive two Long Lap Penalties for the infringement. Previously, the punishment was a pit lane start with the rider leaving the pit lane once the green light was on after every rider had passed pit exit.
CHANGES ELSEWHERE: new way of setting WorldSSP, WorldSSP300 and WorldWCR Race 2 grids
The way the grid for Race 2 for WorldSSP, WorldSSP300 and WorldWCR will now be based on the fastest laps set in Race 1. The Tissot Superpole session on a Friday will set the grid for Race 1 as usual, and then the changes come into effect. The riders who set the fastest laps in the opening battle will set the grid for Race 2 for the top nine positions, with the rest of the grid based on the Superpole results.
EXPLAINING THE CHANGES: Lavilla discusses the new rules
Discussing the changes, WorldSBK Executive Director Gregorio Lavilla said: “There are quite a lot of changes for 2024, trying to keep the balance and the opportunity for all manufacturers. Weight introduction, RPM adjustments, fuel tank capacity reduction, super concession updates but not only on the chassis side like it was until 2023 but also on engine side. What has been decided is to add the ballast to the machinery from a weight reference of 80kg with all their gear included, which means helmet, leather and boots at the multiple of 0.5. That means that if a rider weighs 70kg, at 0.5 from 10kg of difference, it means they’ll need to add 5kg. The RPM means it is established from the homologation, but no cut downs can be applied unless the manufacturer is using extra RPM due to a concession. For me, it’s a great show; it’s the best. We have good riders, teams and people behind the scenes making it happen, so I’m really proud of what we’ve achieved. There are fundaments to switch on the TV and enjoy it.”
See the full rule book with all the technical changes HERE.
A NEW ERA BEGINS: don’t miss a single moment from 2024 using the WorldSBK VideoPass!
The 2024 Moto Guzzi Stelvio puts a fresh face on a familiar name.
In continuous production since 1921, Moto Guzzi is Italy’s oldest motorcycle manufacturer. Covid forced a one-year postponement of the 100th anniversary celebrations held at its Mandello del Lario factory on the shores of Lake Como, but Guzzi is now making up for lost time.
Last year, Moto Guzzi launched the first bike based on its newest model platform: the multifaceted V100 Mandello, which aspires to be both an urban roadster and a mile-eating sport-tourer. One year later comes another new model, the reimagined 2024 Moto Guzzi Stelvio adventure-tourer, which was designed and engineered alongside the V100 and unveiled at last November’s EICMA show in Milan.
The 2024 Moto Guzzi Stelvio comes in two color variants, both matte: Giallo Savana (left) or Nero Vulcano (right).
Given the current significance of the ADV segment in global market terms, it’s surprising that Guzzi’s owner, Piaggio, didn’t prioritize the Stelvio over the Mandello, but hey, better late than never. As I soon understood on an exclusive ride aboard this new model along the fabulously scenic, super grippy, and ultra-demanding mountain roads of the Ligurian Alps north of Genoa on a sunny winter’s day, this is a significant new model that moves Moto Guzzi to the forefront of everyday motorcycling.
Priced at $16,390 without the optional PFF Rider Assistance package, this new Guzzi is more costly than Suzuki’s $14,849 V-Strom 1050XT, Honda’s $14,499 Africa Twin, and Husqvarna’s $14,899 Norden 901.
More impressive than the claimed output (115 hp at 8,700 rpm and 77.4 lb-ft delivered at 6,750 rpm when measured at the crank) is the fact that 82% of the torque is available from just 3,500 rpm.
Named after the legendary Dolomites pass in northern Italy, which connects two valleys via 48 hairpin bends, the Moto Guzzi Stelvio is a reincarnation of the previous model bearing the same name, which debuted in 2007 but was shelved in 2016 since it was unable to meet Euro 4 compliance. Powered by Guzzi’s 1200/8V Big Block motor, the previous iteration of the Stelvio was a much larger and 66-lb heavier motorcycle than its modern counterpart, and it represented an Italian air-cooled V-Twin alternative for those who didn’t want to ride a BMW R 1200 GS.
The Stelvio features tubeless spoked wheels: 3×19 inches in the front and 4.5×17 inches in the rear.
The new Stelvio is a very different package, which, like the V100 Mandello, ticks an array of new boxes for the historic Italian brand. It’s Moto Guzzi’s first liquid-cooled ADV, its first with a DOHC valvetrain, its first to be fitted with a gear-driven counterbalancer, and its first to embrace advanced electronics, including a 6-axis Continental IMU to provide data for the throttle-by-wire, cornering ABS, and other digital amenities. It’s a second long-awaited 21st century real-world Moto Guzzi model, which Piaggio’s late boss Roberto Colaninno had promised he’d bankroll for the past decade or more. His engineers finally delivered it to the marketplace after his August 2023 passing.
The engine in the Stelvio was first seen in the V100 Mandello. The only things they have in common with Guzzi’s neo-vintage air-cooled OHV V-Twin predecessors are their transverse mounting in the chassis and shaft final drive.
The result is a completely modern yet totally individual motorcycle that could not have emanated from any other manufacturer. Designer Giulio Rossi Paccani sought to create a best-in-class machine, one that wouldn’t need the famous Eagle badge or the trademark “flying” V-Twin to be identified as a Guzzi. The new Stelvio has undoubted presence – it looks classy, sleek, and undeniably modern, with the DRL light strip beneath its headlamp incorporating the silhouette of the Eagle in the Moto Guzzi tank badge with its wings spread wide. That’s neat!
The 2024 Moto Guzzi Stelvio leaves the city behind for adventure in the hills.
Climb aboard the 32.7-inch stepped seat, which is sufficiently padded and has ample space for a passenger, and you’ll discover a great riding position thanks to the wide, tapered alloy handlebar that’s mounted on tall 3.7-inch risers and falls naturally to hand. The rubber grips are fat and thick, just right for good purchase. The new Moto Guzzi Stelvio feels more accessible than some other ADV models because the rider sits in it rather than perched up high, adding to the sense of control even in tricky conditions. This is a confidence-inspiring motorcycle that I felt at one with from the start. At 5-foot-10, I could put both feet flat on the ground at traffic lights thanks to the seat’s narrow front. Lower and taller seats are available as accessories.
The resulting riding stance is quite upright, with the rubber-mounted footpegs positioned relatively far back but not enough to be uncomfortable or to push the rider’s knees far enough forward to make friends with the cylinders, a common problem with Guzzi’s older OHV air-cooled V-Twins. Despite the fatter cylinders and heads of this liquid-cooled DOHC 8-valve motor, my knees came nowhere near the engine thanks also to the cylinders being inclined forward 6 degrees from vertical to create extra space, having already been rotated 90 degrees so that the throttle bodies are now positioned under the fuel tank, which also helps free up space. The engine is a fully stressed member of the tubular-steel trellis frame with eight mounting points.
Guzzi’s PFF Rider Assistance Solution includes a Marelli 11MP control unit and a 6-axis IMU, which analyzes data and optimizes the bike’s cornering ABS and traction control.
Thumb the starter button, and the Stelvio’s V100 motor bursts immediately into life, settling to a 1,300-rpm idle without any trace of the rock ‘n’ roll from side to side delivered by traditional air-cooled Guzzis like the V85TT, which remains in production as a counterpoint to the Stelvio. Even if the throttle is blipped in neutral, there’s hardly any sway. It’s also nearly silent mechanically, with no sign of the clicks and rattles of its pushrod ancestors.
The KYB cantilever monoshock is adjustable for spring preload via a remote external knob and for rebound damping but not for compression.
This is a totally modern motorcycle, which also doesn’t rise and fall on the suspension when you put it in gear and ride away or when you roll on and off the throttle because of the shaft final drive’s hypoid rear drive unit. Guzzi engineers have finally delivered the best of both worlds that was always there for the taking if only they’d addressed this sooner – the convenience and cleanliness of shaft drive coupled with the neutral dynamics of a chain-drive bike. Lots of good engineering has gone into this motorcycle.
The long, cast aluminum single-sided swingarm on the Stelvio has been reinforced for offroad use and repositioned on the left side of the bike.
The clutch lever is a bit stiffer than the one mated to the old air-cooled motor – but working said lever in traffic-choked stretches of road didn’t tire out my left hand unduly. The 6-speed gearbox’s shift action was almost flawless, and though not fitted to the Stelvio I tested, an up/down quickshifter is available as an option.
The Stelvio has an oil sump isolated from the crankcase via a reed valve, which minimizes the size of the lower portion of the engine and improves ground clearance when navigating off-road challenges.
The Stelvio’s engine picks up strongly from 2,800 rpm upwards, with 3,000-6,500 rpm being the happy zone where riders will surf most of the time. It’s a wonderfully flexible motor, and 3rd gear especially is a useful ratio that you can hold for miles on end along a winding hillside road, running from as low as 2,000 revs to the 9,500 rpm soft-action limiter with zero transmission snatch and an utterly linear torque curve.
The shape of the electrically adjustable windscreen was designed to deflect airflow while avoiding rear air vortices, aided by the presence of the two side deflectors.
Thanks to the counterbalancer, there’s no real vibration to speak of, so you can really push the Stelvio hard, using the excellent feedback from the Sachs fork and the fine grip of the front Michelin Anakee Adventure tire to start sparking the footpegs’ hero tabs as you flick it from side to side. This is a nice-handling bike, with an unexpectedly plush ride quality, and despite its lack of a progressive-rate link, I could feel the KYB rear suspension smoothly working away beneath me. The suspension is adjustable for rebound damping and spring preload front and rear, and travel is 6.7 inches at both ends.
The Stelvio’s five ride modes (Sport, Road, Touring, Rain, Off-Road) all deliver full power, claimed to be 115 hp at 8,700 rpm and 77.4 lb-ft delivered at 6,750 rpm when measured at the crank, but they are tailored to different conditions using three different engine maps, three levels of engine braking, four levels of traction control, and two ABS modes.
The Stelvio uses a 46mm Sachs inverted fork that’s set at 25.6 degrees of rake with 116mm of trail, a bit less sporty than the V100’s 24.7 degrees and 104mm.
Road and Touring modes are very similar in response – whereas Sport is notably crisper and more exciting to use – but they all make the Stelvio easy and responsive to ride, and it’s very easy to switch between them on the go via a button on the right switchblock. Cruise control is also standard. The fact that most of the bike’s development was accomplished in the Aprilia R&D Center in Noale, Italy, is surely one reason the Stelvio’s electronics are so excellent.
Although I rode in the Ligurian Alps, the Stelvio is named after the famous Alpine pass on the Italian/Swiss border that connects two valleys through 48 legendary hairpin bends.
Although the bike I tested was not so equipped, the Stelvio will be the first model available with Moto Guzzi’s PFF Rider Assistance Solution as a factory-installed option. It uses 4D Imaging Radar technology to enable several safety-related features, including Following Cruise Control, Forward Collision Warning, Blind Spot Information System, and Lane Change Assist. Pricing for this option has not yet been announced.
The 5-inch color TFT is easy to navigate, but its location on the bike is somewhat obtrusive.
The Stelvio has crisp, neutral steering and is surprisingly agile, with its wide handlebar allowing you to easily lever the bike from side to side through a series of twisting turns leading into yet another 2nd-gear hairpin while remaining super stable when needed, especially under hard braking. Indeed, slowing for such turns via the excellent Brembo brakes, with good initial bite from the radial monoblock front calipers, is always effective, and I could trail-brake into the apex without the Guzzi wanting to stand up and understeer.
The Stelvio’s 32.7-inch seat height, roomy footpeg placement, and wide aluminum handlebar contributes to a comfortable upright seating position.
The bike’s steering geometry (25.6-degree rake and 4.6 inches of trail), rational 59.8-inch wheelbase, and 170/60-17 rear tire all contribute to sweet, intuitive steering without having to give a discernible tug to the handlebar to make it change direction quickly. The 19-inch front tire suits the bike’s likely use: I didn’t get the chance to ride it off-road, but this is what the Italians call a moto strade bianche – a motorcycle that tackles the country’s network of white gravel roads with aplomb. But Guzzi insiders dismiss any thoughts of a 21-inch front wheel for more serious off-roading: “It’s not in our plans,” says Piaggio PR Manager Fabio Gilardenghi.
One reason for the sweet steering is the Stelvio’s balance – it’s not just a pretty face, but a rational real-world ride too, with well-chosen stock suspension settings so that it doesn’t pitch back and forth unduly during hard braking and acceleration. The wind tunnel-developed electrically adjustable windscreen adds comfort on long, fast stretches thanks to its 2.8-inch range of height adjustment, as well as the effectiveness of the small side flaps that deflected the breeze off my shoulders. In the lowest position, airflow over the screen came at my helmet’s chin, but there was no buffeting. With the screen fully raised, protection was impressive, delivering a calm bubble of mostly still air.
Braking on the Stelvio is identical to the Mandello and comes courtesy of Brembo, with metal braided hoses and twin 320mm floating front discs gripped by 4-piston monoblock radial calipers, with a 280mm rear disc and 2-piston caliper.
However, the Stelvio’s 5-inch color TFT dash is parked obtrusively in your line of sight, and while you eventually get used to the location, it looks rather unsightly and impacts visibility unless you sit fully upright in the seat. Having said that, the dash is both packed with data and super legible – the central digital speedo and the gear indicator to its right are very easy to see, as is the set of menus for configuring ride modes, controlling amenities, and linking to a smartphone. Navigating the menu system is both simple and intuitive.
The Stelvio has a full LED lighting system with Daytime Running Lights (DRLs) and cornering lights.
My day’s ride around Liguria on the new Stelvio was certainly fun but frustratingly short, as it was just a brief taster of what may very well be the best Moto Guzzi roadbike yet made – one which will appeal to conquest customers from rival brands, as well as diehard guzzisti. If you think I’m overstating the case, go and book a test ride at an event or your local Moto Guzzi dealer and then tell me I’m wrong. Piaggio’s marketing team knows they need to make the bike available for potential purchasers to try out to have any chance of convincing them of the Stelvio’s excellence. Even more than the Mandello, this is a well-engineered step forward into a brave new world for Moto Guzzi, which has achieved modernity without sacrificing its traditional qualities and intrinsic customer appeal that were derived from its neo-vintage range of previous models.
The build quality is very high, just as the prices are. And this is just the beginning, for after the Mandello and the Stelvio, there’s apparently a whole series of variants using the same platform already lined up to be launched at the rate of one new model every year for the next few years. After decades of riding Moto Guzzi models that never troubled the competition in a direct shootout but whose deficiencies you were prepared to excuse on the grounds of “character” or “tradition,” it’s good to see Piaggio has finally come up with the goods by underwriting the development of a potentially class-leading contender in the midsize ADV sector, one of the most competitive segments of today’s two-wheeled marketplace.
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