Motorcycle specifications Moto-GuzziV 85 Strada 2024 New conditions

If there's an atypical and endearing trail bike on the market, it's the Moto-Guzzi V85. Typically neo-retro, with measured power and proud of its quirky character, it has found its audience and is enjoying great success. Now that it's been given a little more technology with its first major evolution, the Strada version is also aimed at a more on-road approach.

This version wants nothing more than asphalt comfort, and it shows it. There's no pretense or biased accessories, as evidenced by its aluminum wheels and tires without cobblestones or studs. It's clear: this trail bike never imagined going over dirt, brambles or bits of greenery. As a result, it also got rid of the engine cowling and hand guards, but gained an additional half front mudguard.

Guzzi's idea was also to make this the entry-level version of the V85 family, by cutting back on equipment. So, no package holder and no passenger grips. Two colors are available, not very cheerful ones at that, but the manufacturer knows that this bike has other trump cards up its sleeve.

Starting with superior agility. The wheels on this V85 Strada are 4 kg lighter than those on the V 85 TT. All this less unsprung mass, combined with more road-going tires, will make the machine more alert in driving and cornering phases.

Then there's the reinvigorated engine. Mandello has not opted for a few minor adjustments or an increase in cubic capacity to prolong the life and enjoyment of its 853 cm3 twin. Instead, the focus is on the cylinder heads. And, don't forget, variable valve timing!

The V85 joins a select club of motorcycles using this technology. Not like BMW's Shiftcam, where the ACT has two lift profiles per cam - more like the system on the GSX-R 1000: on the camshaft, a centrifugal mechanism contains 6 metal balls. As the engine rotates, the balls are driven towards the edges, then manipulate the shaft from 6,500 rpm until it reaches a 7° offset at 7,000 rpm. Thanks to this, engine manufacturers can play with the filling and offer more torque in the low and mid-rpm ranges, and still give the engine some peachiness at high revs.

what do the figures say? The side-cylinder bicycle sends 80 hp (4 bhp more) to 7,750 rpm. n.r.: it has regained the power of its debut, in 2019. Torque is less noticeable (8.5 mkg at 5,100 rpm), but 90% of its power is available from 3,500 rpm.

Thanks to this VVT distribution, the V85s will offer greater comfort and consistency over a wider rpm range. Another noteworthy feature of this process is its use on this engine. Why? Because variable valve timing is usually used for high-caliber engines, such as BMWs with Boxer 1250 engines and M family models, Harley's 121 ci, the old big V2 of the 1200 / 1260 Multistrada, the block of the ex-KawaGTR 1400, the V-Tec of the latest VFRs. With the exception that proves the rule: the VVA of the Yamaha MT-125 and R-125.

In this way, the Italian firm has technologized its sedan, which has strong accents of the past with its air-cooling, its 2 valves per cylinder, its rocker arms... we're almost surprised not to see carburetors. But nay! The V85s are the only motorcycles in their segment equipped with variable valve timing and cardan drive. Excuse the pun.

While the retro look suits it well, it also tries to hide some modern features; sparingly, but more densely packed with accessories*. The Strada comes with three driving modes (Road - Sport - Rain), as well as cruise control. On-board comfort is ensured by a USB socket, a windscreen that can be adjusted to 5 positions with 7 cm of travel, and a color TFT screen that's larger than that of the previous generation, now 5 inches.

What more can we do about the chassis? Nothing, everything's fine, no need. The wheel change has already done a new job; let's leave the rest to act. The tubular steel frame holds everything together, while the Marzocchi inverted fork and lateral monoshock take care of the damping. Both components are adjustable for preload and rebound. As the brakes were already of the highest quality on the old V85s, Guzzi once again entrusts them with the job. The rider can rely on the 4-piston Brembo monobloc calipers, mounted radially around the 320 mm discs. The rear is quiet with a 260 mm disc and two pistons. Weight-wise, at 226 kg, the V 85 Strada is about average, on a par with an F 800 GS or an 800 V-Strom S.E.

Beneath the same woodsy air, with its faux cartoon raptor look, Mandello's mid-size trail bike chooses to place its interest on the road. The V85 Strada is the most "urban" and least expensive of the family. Yet its price tag is a hair heavier than that of yesterday's V85 TT ? That's normal, as the whole sibling family is thicker on the price. To discover it, you'll need to pay 12,500 francs. The V 85 TT phase 2 requires a further 1,000 euros. And you'll need another 1000 to get the Travel.

* Standard on the TT and Travel, the inertial unit is optional on the Strada. It provides angle sensitivity for traction control and ABS. Other goodies include tire pressure monitoring, the MIA platform for smartphone pairing, tubular protectors, Öhlins amortos, heated grips... 19 items in all. Guzzi's sense of sobriety.

M.B. - Manufacturer's photos