Motorcycle specifications Moto-GuzziV 85 TT 2024 Staggered paths

For the past 15 years, the spotlight has been on the big trail-GTs. Travelling, overpowered, ultra-equipped with the latest technology, they have become the stars of the motorcycle world. And like show business, they radiate opulence... with a more or less marked distortion from the realities of the average motorcyclist.

Then there's Guzzi's V85 TT. A trail bike of relatively modest power, classed as a mid-size, with a disconcerting and charming physique. Neither a fighter jet, nor an extreme conqueror, even less a motorcycle that shows off like Deadpool, it nevertheless has an excellent track record: it's the manufacturer's most successful model, accounting for over 1/3 of sales. What's more, it's accumulating compliments from the media and users alike.

In short, it's a successful machine that's only waiting to progress in its current, serious evolution. Especially for superior driving pleasure. It's all down to the engine. But before getting into the nitty-gritty of the subject, let's see how the V85 TT approaches its new episode.

With extravagance and discretion. Antinomic, isn't it? Since its inception, the V85 has been available in both discreet colors and striking decors. This time, it's all hard-hitting dresses, worthy of sports bikes. But underneath, the design is more timid. The Guzzi's lines are virtually unchanged. The double-glazed eyes, the neo-retro shapes, the tank with its protruding cheeks and the line that's more chiselled than shaped. A keen eye is needed to discover the new headlamp arches and package holder/passenger grips in die-cast aluminum. The panels under the seat are slightly different, as are the handles on the engine cowling.

Attention can now turn to the restyled cylinder head covers, accompanying the desire for a new sense of playfulness. Everything happens in the center of the V. Moto-Guzzi reinforces the twin with variable valve timing - a daring choice for an engine with old-fashioned values (air-cooled, tumbled, 2 valves per cylinder), but one that pays off. It provides more consistency in the low and mid-rpm ranges, while retaining strength for the upper rev range.
In concrete terms, how does it work? At the end of the camshaft, a mechanism contains 6 balls embedded in inclined tracks. As the engine revs, centrifugal force pushes the balls towards the edge of the splines, shifting the shaft by 7° from 6,500 rpm.

on paper, torque has only increased by 1 Nm, with a maximum of 83 Nm / 8.5 mkg obtained at 5,100 rpm. Except that this torque is much more present from 3,000 rpm. As before, 90% of its value will already be available from 3,500 rpm (3,750 on the previous model). A welcome boost for the most common engine speeds. At higher revs, the V85 TT lets its renewed power shine through, increasing to 80 hp at 7,750 rpm - 4 hp more, and incidentally the same value as the first V85.
In addition to making its engine more elastic, Mandello has also introduced knock sensors to better synchronize ignition and a third lambda sensor to prepare for Euro5+.

In parallel with this evocation of the V85, Guzzi is releasing a Strada version, more urban and road-oriented. As a result, the TT is moving towards a more pronounced definition of comfort. The handguards have been enlarged, and the windscreen has been made taller while allowing the edges to be pushed out. This reduces air pressure by 37%. The on-board interface is also more user-friendly, with a larger 5-inch color TFT screen and new controls. The rear shock absorber features a thumbwheel for easier preload adjustment.

Since its debut, the V85 TT has been reasonably equipped with electronics, far from the interstellar gear found on large SUVs. In addition to the TFT screen, this trail bike comes with traction control, 4 driving modes (Road, Sport, Rain, Off-Road), cruise control, ABS, a USB port - and the optional MIA multimedia platform (for connecting smartphones). While the new version has lost the Custom driving mode, it has gained a 6-axis inertial unit. This provides angle sensitivity for ABS and traction control. Does this 80-strong trail bike need advanced traction and braking management....? To each his own.

what everyone will praise, however, are the brakes - the real thing, the metal ones that bite. The V85s have been fitted with the same Brembo brakes since the beginning of its history. Radial monobloc calipers with 4 pistons, acting on large 320 mm discs. Their efficiency is proven and pleasing, delivering first-rate braking performance. The rear is fitted with 260 mm discs and a 2-piston caliper.

The V85 TT also maintains the status quo for its chassis. Did anyone have anything to complain about? Not many, except those who wanted to venture into some serious off-roading. But the V85 TT never wanted to go that far. Its 170 mm of suspension travel, 19" and 17" spoked wheels, mixed tires and 230 kg weight make it suitable for short jaunts, but without going overboard. For other uses, the Guzzi has always been a real pleasure; this evolution couldn't do otherwise.

It's a perfect continuity for the V85 TT: unchanged design, small improvements in comfort, an engine enriched with technology and more sensitive riding aids. Everything that's great about it has been preserved, and that's the main thing. On the other hand, its price has been slapped in the face. Which naturally leaves room for the Strada version, designed for those who don't care about the roads and are prepared to sacrifice a number of conveniences. At the other end of the scale, the Travel model takes on the air of a GT.

M.B. - Manufacturer's photos