The trail segment has seen its tourism and power claims explode in recent years. It is almost endlessly available, ranging from GT to sporty, from full road to off-road, a lot of crossover and some totally bobo. In short, there is something for everyone and beyond. Guzzi wants to re-invest the category, making a clean sweep of the Stelvio episode. With this machine with soft retro accents, quirky charm and unrepressed desires: the V85 TT. A trail that wants and must follow its path.
We have a bit of the impression of rediscovering the segment with this machine. As if Guzzi saw the trail differently. The brand of Mandello knows very well that to go to the confrontation would make him lose teeth. No need to go for the R 1250 GS, too much reputation. Provoke the KTM Adventure and Ducati Multistrada? You might as well run a 400m with a gas cylinder in each shoe. Getting stuck between a Honda and a Triumph, or making friends with a Suz ‘? No, no, the V 85 has found its identity and its philosophy, a mixture of classic, off-road, road and technology. Somehow, it takes the spirit of the old NTX; or even take inspiration from the V 65 TT.
Eternally, the Guzzi engine conceives its existence only by showing its curves on the outside of a neckline. The block of the V 85 is derived from that of the V9 … with a strong dose of lift. This 853 cc develops 55 horsepower on the Bobber and Roamer; he climbs to 80 horsepower on the trail. 45% increase, that calms down. The twin cylinder with 2 valves per cylinder benefits from new crankcases, a lightened crankshaft, titanium intake valves, an increased compression ratio, a reinforced flywheel and alternator, a 52mm injection (38 on V9s), and new pistons and connecting rods. The maximum torque announced is 8.2 mkg, 90% of which will be available from 3750 rpm. Proud of his engine work, Guzzi claims this is his first engine capable of achieving "easily" the 8,000 revs – 300 terminals next to it, another V-shaped motor can snap 16,500 revs … Not at all the same trip but that shows all the relativity that must be had when approaching the mechanical chapter of a Guzzi. On the transmission side, the effort focused on a new clutch disc, the introduction of a synchronizer to reduce the noise of the gears and new gearbox ratios. Rare at this level of displacement, the final transmission is provided by a cardan shaft. Rare? Uh … actually unique. If it is located in the category of F 750/850 GS, Tiger 800 XC or 650 V-Strom, it is the only one to do without a chain.
The Guzzi V 85 TT smells of the countryside, the whisper of walks between woods and rocks, seems to have lived its childhood in a barn. It is not however that you will find on board a counter with rollers or a control of starter. But a beautiful TFT screen full of colors, shielded with information. To its left is a USB port, very practical for connecting the GPS; if you need to connect something else, a second is provided under the seat.
If we have a modern dashboard, there is surely a much more technological engine management than a simple injection. The behavior of the twin can be matched under 3 partitions, called Road, Rain, and Off-Road. Each intervenes with more or less insistence on the ABS and traction control.
Modernity is also expressed in the symbolic daytime visual signature, with wings wide open within the dual headlight optics. A beautiful expression of the flight of an eagle, the symbol of the brand.
For its chassis, the V 85 wants to show an impression of robustness. As if the worst excursions are only means of asserting oneself. How do you like the exposed tube headlight support? It is the same for the rear frame. In the “festive” color, red has taken hold of the steel pipes, right to the end of the frame. The latter uses the engine as a support to increase its rigidity and reduce the weight by avoiding a cradle structure.
The rear shock absorber also wants to be noticed by being installed laterally. Nothing new, the Morini Gran Passo and Kawa ER-6n had also practiced it. But this still has its small effect and facilitates access to the preload adjustment. The front suspension is entrusted to an inverted fork of 41 mm.
Like most trails, the Guzzi is not a pure off-road machine. He especially has to face the road but his equipment allows him some pranks. Spoked rims make sense, with reasonable tire sizes on 19-inch front rims and 17-inch rear rims. Its 170mm of suspension travel is about the industry average – its ground clearance is interesting, 210mm from the ground. With the reinforcement of a standard aluminum shoe, we are already less afraid of unusual off-road bugs (stones, pumice and looters).
Braking respects the Italian tradition, with fairly strong gear; two 320 mm discs caught by Brembo 4 piston radial calipers. What is behind it? A 260 mm disc with two pistons in ambush.
With 208 kilos, it is not particularly light for a trail. It is however in the average of the category. Arg, guys like me really need to put aside this image of the trail personified by the XT 500 and its 140 kilos. A little reflection of 400 km should moderate all that – that’s the advertised range with the 21-liter tank. This would also make it possible to judge the protection offered on board, which had to be more than correct. The sides of the tank and the prominence of the cylinder heads will protect the knees, the hand guards …. the hands, and the adjustable bubble will relieve the bust.
The trail is everywhere. Too much choice kills choice? This is probably why Moto-Guzzi offers the V 85 TT. A certain daring in the segment, more assertive than BMW’s Urban GS, which is above all a NineT "off-road". Mandello’s eagle should mark the terrain with its trail-neo-classic favorite and its character. All that remains to be confirmed by real versatility on and off-road.
What you must remember
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V 85 TT 2019
Model marketed in
medium: 4.90 l
about 200 km / h
The technical aspect
Moto-Guzzi V 85 TT 2020
- Tank: 21 liters
- Dry weight: 208 kg
- Operating weight: 229 kg
- Train before
- secondary by cardan
- Rear axle
(84 x 77 mm)
at 7,750 rpm
at 5,000 rpm