Motorcycle specifications Moto-GuzziV 85 TT 2019 Discover other places

The trail segment has seen its touring and power claims explode in recent years. The range is almost endless, from GT to sporty, from full-road to off-road, from crossover to totally bobo. In short, there's something for every taste and beyond. Guzzi wants to re-invest in the category, making a clean sweep of the Stelvio episode. The result is the V85 TT, a machine with sweet retro accents, quirky charm and unsuppressed desires. A trail bike that wants and needs to go its own way.

this machine gives us the impression of rediscovering the segment. It's as if Guzzi saw the trail bike differently. The Mandello-based brand is well aware that going head-to-head would cause it to lose teeth. There's no need to go after the R 1250 GS, which has too much of a reputation. Provoke the KTM Adventure and Ducati Multistrada? You might as well run a 400 m race with a gas bottle in each shoe. Squeeze in between a Honda and a Triumph, or get chummy with a Suz'? No, no, the V 85 has found its own identity and philosophy, a blend of classic, off-road, road and technology. In a way, it takes up the spirit of the old NTXs, even drawing inspiration from the V 65 TT.

eternally, the Guzzi engine only conceives of its existence by showing its curves on the outside of a neckline. The V 85's block is derived from the V9's... with a heavy dose of pick-me-up. This 853 cm3 engine develops 55 hp on the Bobber and Roamer, rising to 80 hp on the trail bike. that's a 45% increase. The 2-valve-per-cylinder twin benefits from new crankcases, a lightened crankshaft, titanium intake valves, a higher compression ratio, a reinforced flywheel and alternator, 52 mm fuel injection (38 mm on V9s), and new pistons and connecting rods. Maximum torque is announced at 8.2 mkg, 90% of which will be available from 3,750 rpm. Proud of its work on the engine, Guzzi claims that this is its first engine capable of "easily" reaching 8,000 rpm - 300 km away, another V-engine can slam 16,500 rpm... Not at all the same trip, but it shows the relativity you have to have when approaching the mechanical chapter of a Guzzi. On the transmission side, efforts have focused on a new clutch disc, the introduction of a synchronizer to reduce gear noise, and new gear ratios. A rare feature at this displacement level, the final drive is provided by a universal joint. Rare? Er... actually unique. If you put it in the same category as the F 750 / 850 GS, Tiger 800 XC or 650 V-Strom, it's the only one to do without a chain.

the Guzzi V 85 TT smells of the countryside, whispers of walks through woods and over rocks, and looks like it grew up in a barn. Yet you won't find a roller counter or choke control on board. Instead, you'll find a full-color TFT screen, packed with information. To its left is a USB port, handy for plugging in the GPS; if you need to connect anything else, a second one is provided under the seat.
If you've got a modern dashboard, you've got engine management that's far more technological than simple fuel injection. The twin's behavior can be tuned under 3 partitions, called Road, Rain, and Off-Road. ABS and traction control are used with varying degrees of insistence.
Modernity is also expressed in the symbolic daytime visual signature, with wide-open wings within the double headlamp. A beautiful expression of the flight of an eagle, the brand's symbol.

the V 85's chassis is designed to give an impression of robustness. As if even the worst excursions were just a means of asserting itself. How do you like the tubular headlight support? The same goes for the rear frame. In the "festive" color, red has taken hold of the steel tubing, all the way to the end of the frame. The frame uses the engine as a support to increase rigidity and reduce weight, avoiding the need for a cradle structure.
The rear shock absorber also stands out from the crowd by being positioned laterally. It's nothing new, as the Morini Gran Passo and Kawa ER-6n have also used it. But it's always effective, and facilitates access to preload adjustment. Front suspension is handled by a 41 mm inverted fork.
Like most trail bikes, the Guzzi is not a pure off-road machine. It's primarily designed for road use, but its equipment allows for a few incursions. Spoke rims are judicious, with reasonable tire sizes on 19" front and 17" rear rims. Its 170 mm of suspension travel is average for the sector - and its ground clearance, at 210 mm from the ground, is interesting. With the addition of an aluminum shoe as standard, there's already less fear of unusual off-road critters (stones, pumice and lice).
Braking is in the Italian tradition, with some pretty hefty hardware: two 320 mm discs gripped by radially-mounted Brembo 4-piston calipers. What's in back? A 260 mm disc with two pistons in ambush.

at 208 kilos, it's not particularly light for a trail bike. Still, it's about average for the category. Arg, guys like me really need to put aside this image of the trail bike personified by the XT 500 and its 140 kilos. A little reflection on 400 km should temper all that - that's the advertised range with the 21-liter tank. It would also allow us to judge the protection offered on board, which should be more than adequate. The sides of the tank and the prominence of the cylinder heads will protect the knees, the handguards.... the hands, and the adjustable bubble will relieve the chest.

the trail is everywhere. Too much choice kills choice? That's probably why Moto-Guzzi offers the V 85 TT. A bold statement in the segment, more assertive than BMW'sUrban GS, which is above all an off-road NineT. Mandello's eagle should make its mark with its trail-neo-classic appeal and character. All that remains is to confirm its real on- and off-road versatility.