Moto Guzzi’s new V85 Tutto Terreno (All Terrain) marks the Italian factory’s first foray into the adventure bike market since its 1200cc Stelvio met its demise with the introduction of Euro 4 regulations. Described as a ‘Classic Enduro’ machine, the newV85 TT takes styling inspiration from Guzzi’s V65 TT Dakar machine from the mid-80s, but despite its retro appearance, the Mandellobuilt machine is surprisingly well kitted out with mod cons. There’s ABS, traction control, three rider modes, a USB slot, a TFT dash (with communications system and sat-nav compatibility), and it even comes with cruise control, which is a really nice addition for a middleweight adventure machine (that’s oft-neglected by other manufacturers). And it looks great, too – from its classic-styled double LED headlight inset withMoto Guzzi’s Mandello eagle emblem to its exposed frame and bold paint job.
Moto Guzzi has created two slightly different variants for you to choose from – there’s either the slightly more expensive (to the tune of £200) premium dual-color edition, which comes with more off-road focusedMichelin Anakee rubber, or the standard single-color model which comes with Metzler Tourance tyres.
The premium model is available in either Giallo Sahara or Rosso Kalahari color schemes, while the standard model is available in Grigio Atacama, Blu Atlante or Rosso Vulcano. To see what the two marginally different models are like on the road, we headed out to Sardinia for the world launch, and after spending the day carving corners on the Italian island, here are our thoughts on the funky retro adventure machine.
MOTO GUZZI V85 TT (2019)
Price: (S) £10,899 (P) £11,099
Engine: 853cc air-cooled, transverse 90° V twin with two valves per cylinder and a titanium intake
Power: 80hp (59kW)@7750rpm
Torque: 59 lb-ft (80Nm)@5000rpm
Frame: Steel tubular frame
Wheelbase: 1530 mm
Brakes: (F) Double 320mm stainless steel floating discs, Brembo radial mounted calipers with 4 opposed pistons; (R) 260mm diameter stainless steel disc, floating caliper with 2 pistons
Transmission: 6 gears/shaft driven Suspension: (F) 41mm hydraulic telescopic USD fork, with adjustable spring preload, hydraulic rebound and 170mm travel; (R) Double-sided swingarm in box-type aluminum with a single shock on the right side, with adjustable spring preload and hydraulic rebound and 170mm of travel
Wheels/tyres: Spoked wheels/(F) 110/80 – R19” (R) 150/70 – R17”
Seat height: 830mm
Fuel capacity: 23 liters (including 5-liter reserve)
MPG: 50mpg (average)
Weight (dry and kerb): (D) 208 kg (K) 229kg
Warranty: 24 months, unlimited miles Service intervals: First service 900 miles, then every 6250 miles
First things first, the V85 TT is far more agile on the road than I ever expected it to be. We didn’t hang about on the test ride – scratching pegs on a tight switchback and fast sweepers – and the bike handled it all in its stride. It’s nimble, flickable and great, great fun. On the suspension front, Guzzi seems to have found the perfect compromise between comfort and performance, with the 41mmKYB forks and KYB rear shock with adjustable preload and rebound damping soft enough to soak up the bumps, but stiff enough to allow you to brake hard into corners and push the bike to its limits.
While we’re on the subject, its brakes are decent too; nothing revolutionary, but more than up to the job. Sharp and immediate when you need them to be, but sophisticated enough to allow you to lightly trail brake into a corner with confidence (without the intrusion of ABS). Ground clearance is limited though, with the pegs grinding on the tarmac a little too easily for my liking.
The V85’s powerplant is an evolution of Moto Guzzi’s existing 853cc 90 degrees V-Twin, but it’s been re-designed to create more power, with lightweight components including titanium intake valves and new aluminum pushrods. It’s a peach – kicking out an ample 80bhp and 80Nm of torque – and as far as I’m concerned, that’s more than enough beans to keep you entertained on even the fastest of twisty roads (well, it is for me at least). It pulls like a tractor in a purposeful, but still easy going manner, and it sounds fantastic too, with a throaty, aggressive rumble as the power kicks in around 4000rpm.
As you’d expect from a Guzzi, there is a little vibration when it’s sat in neutral and at constant high speeds (starting at around 70mph), so you could argue it wouldn’t be that much fun for big motorway stints, despite its screen doing a decent job deflecting the wind. Instead of blasting up the motorway, you’d be better off going the long way round and tackling some twisties and even the odd trail. You won’t get there as fast, but you’ll enjoy it all the more.
RIDING IN COMFORT
I found the V85 TT extremely comfortable, thanks to its plush seat and upright, authoritative riding position. Its 830mm seat height was also spot on for me (and my 6ft 2” frame), allowing me to get my feet flat on the floor with room to spare. A couple of shorter journalists did have a little trouble clambering over, but once in the saddle with the suspension compressed, they were perfectly happy. Everything falls to hand easily, and with a little practice, the TFT dash and its various sub-menus proved simple enough to navigate. Speaking of the dash, it’s well-sized, clear and as a result, easy to read on the move. There are also three rider modes – Road, Rain and Off-Road – and a switchable traction control system, which you can turn off using the right-hand controls.
Sadly, we didn’t get a chance to properly test its smartphone assisted sat-nav and communications system, as Guzzi’s own mobile application was just undergoing its final batch of testing ahead of the bike’s official release, but from what we saw, it looked capable.
We also got a brief chance to test the newV85 TT off-road, with a couple of laps around a short gravel track. Although we didn’t get to ride it across any serious terrain, I felt more than comfortable throwing the middleweight adventurer around in the dirt. I have ridden big GSs and Multistradas off-road in the past, and compared to one of them, the Guzzi feels positively lightweight. Of course, it’s not – weighing in at a fairly chunky 229kg – but side-by-side with one of the big 1200cc adventure monsters the Guzzi feels hugely unintimidating, even with its mammoth 23-liter fuel tank.
There’s a decent selection of off-road equipment fitted as standard, including spoked wheels, a pretty serious looking bash plate, and solid handguards, in addition to adjustable pegs and hand levers. Its off-road riding mode worked well too, allowing me to break traction on the rear wheel and get the back end sliding out while maintaining impressive levels of grip at the front. Ground clearance isn’t massive, with 210mm available, but compromises have been made to make the bike more easily accessible to a wider range of riders, so that’s fair enough. Either way, it still felt like it’d be up for taking a beating on some trickier trails, and I’m going to try and get my hands on a bike later this year to see just what it’ll do in the dirt.