V85 TT is also equipped with Cruise Control, so that a pre-set speed can be maintained without acting on the accelerator. This system is also designed to make a rider’s journey easier, just one button needed to activate and engage the system and increase/reduce the set speed.
All travel parameters can be controlled via the digital instrument cluster complete with TFT display. The background and color of the characters adapt to different light conditions thanks to a built-in sensor. The information displayed, in addition to the classic speedometer, rev counter, mileage counter and clock, also includes selected gear indices, air temperature, fuel level, average and current consumption, residual autonomy and selected Riding Mode. It is also possible to set a maximum number of revs for the gear shift light sensor, useful when running in the bike or seeking to limit fuel consumption as far as possible. Alongside the display is a USB port while provision is made for a second port under the seat.
Moto Guzzi V85 TT presents MIA, the new Moto Guzzi multimedia platform that allows a smartphone to be connected to the vehicle (via an ECU available in the rich catalogue of Moto Guzzi accessories), thus extending instrument functionality. MIA can be used to reproduce music and make/receive phone calls with the use of a helmet intercom. It also introduces a navigation function for the first time, allowing the rider to find and set a destination and view directions in the form of intuitive pictographs on the instrument cluster.
The Moto Guzzi Off-Road Tradition
Moto Guzzi boasts a solid off-road tradition: initial proof of this came at the Six Day Reliability Trial in 1939, which took place in Austria, where Moto Guzzi participated with the GT 20, winning four gold medals. This reliability trend continued in 1957, with the Lodola Regolarità, and then with the Stornello Regolarità in 1962. Moto Guzzi bikes have participated in various editions of the Paris-Dakar, albeit in an unofficial capacity, thanks to race versions prepared on the request of Guzzisti. Already present at the first 1979 edition with a modified V50, rider Bernard Rigoni managed to finish the race mid-field, a very positive result considering that the classification combined both cars and bikes at that time. Moto Guzzi motorcycles immediately earned the respect of the other manufacturers involved, due to the speed-related performance achieved by the 90° transverse V twin together with its reduced fuel consumption and excellent chassis stability. It went on to compete again in 1980 and 1981, though its most famous appearances are those of 1985 and 1986, owing to the great passion and dedication of a Guzzista architect called Claudio Torri, who commissioned the Mandello Test Department with building a very special V65 TT. The engine was based on that of the V65, tuned to 55 HP; the frame was significantly strengthened, while suspension was specifically configured for off-road usage. The original fuel tank was replaced with a 50-liter aluminum tank, while the swingarm was taken from the sporty Le Mans 1000. The bike behaved well, so much so that the French importer requested 16 units to sell to private riders for use during subsequent seasons; at the same time the importer also asked Moto Guzzi to develop a new model, based on the more high-performance V75 with four valve timing. The V75 TT was accredited with 62 HP that allowed for a top speed in excess of 170 Km/h. Both bikes are part of a collection of more than 150 models exhibited at the Moto Guzzi museum in Mandello del Lario.
A Vast Range of Accessories, Designed and Created by Moto Guzzi
The V85 TT is designed to be equipped with a series of original accessories, to amplify the touring vocation of this adventurous enduro.
All accessories are conceived, designed and produced by Moto Guzzi. They are all homologated and subjected to strict control test cycles just like any other original part on the bike in order to guarantee a long-lasting and high-quality product.
Pair of side panniers: created in 1.5 mm aluminum, they are ultra-resistant and spacious (33-litre left pannier; 39-liter right pannier). The panniers are powder painted to offer maximum protection and durability over time. They are locked to the bike using a dedicated safety key and can be easily removed in just a few seconds. Additional lock blocks are supplied in order to be able to use just one key also for the 41-liter case. Opening from the top facilitates loading. Stainless steel supports are included in the kit. Internal bags and a thermoformed tray are available as accessories.
41-liter aluminum case: created in 1.5 mm aluminum, it is ultra-resistant and spacious. The case is powder painted to offer maximum protection and durability over time. It is locked to the bike using a dedicated safety key and can be easily removed in just a few seconds. Complete with stainless steel fastening plate.
Larger windscreen: offers the rider greater protection during long trips. The anti-impact, scratch-proof polycarbonate sheet guarantees safety while ensuring that transparency and shine will remain unaltered over time.
Center stand: created in cataphoretic and powder coated steel to stand up to different weather conditions, it has been designed and engineered to meet with the strictest safety and resistance standards.
Larger stand base: created in anodized steel to stand up to different weather conditions, it is designed to offer a greater support surface area on irregular and uneven ground.
Öhlins shocks: with adjustable compression, rebound and spring preload, they offer maximum comfort and safety in all situations.
Moto Guzzi exhaust by Arrow: homologated in titanium with a heat protection cover, support clamp and carbon end cap. It reduces the weight and makes for a unique and aggressive sound.
Shaft drive protection: Created with very thick steel tubes, it protects the shaft drive in case of a crash.
Tubular engine guard bar: Created with very thick steel tubes, it specifically protects the engine and the rider’s legs.
Looks like a winner based on a lot of the comments here. There will be a standard model for the 2020 model year, and that bike could tempt me off my (by then) 16 year old Breva750. As it is, it looks like a fine bike to me, just maybe a little tall for my 5 foot 2. 🙂
This might be a real gem. Nobody has mentioned yet that it has a drive shaft which eliminates all sorts of often filthy, chain-related problems on long trips. The valve arrangement means that it can easily be worked on by an owner. It reminds me of the original BMW 80GS, a real gem (which also had a drive shaft).
Of course, any virtues that this bike might have are potentially outweighed by reliability problems and the lack of any real dealer network.
The ease of access to the valves is negated by the need to check/adjust them waaaaay to often for a modern motorbike. The possibility of tubes or at the least, rubber grommets in the spoke holes (stupid!) is also disconcerting.
But this style of bike is perhaps on its way to becoming the new single rider touring mount of choice as well as what a STANDARD bike is supposed to be. At least Guzzi didn’t give it a puny 3.4 gallon (US) fuel tank (are you listening Indian? Probably NOT!).
For people that think it is too “heavy”, try a little exercise? Or not. This Guzzi is a cool ride but I am still leaning toward the Triumph 1200 Scrambler with it’s dinkier tank (Stupid move Triumph!) but longer maintenance intervals, electronic cruise control and real tubeless wheels.
Don’t worry about the valves. It’s hydraulic lifters, pushrods and rockers. Self adjusting.
When did they return to that? I think the ’83s had them or at least a few did and there was a massive recall to fix them.
How do you screw up something as simple as that? Hopefully you’re correct and it does indeed have hydraulic lifters. Either way, thanks!
I don’t think Guzzi has put hydraulic tappets in any bikes since the early to mid 2K California 1100s. Am I wrong?
Surely that little factoid would be mentioned in the four(!) pages of nauseating ad copy had hydraulic tappets made a resurgence?
I think you’re right. I typed in an 8 instead of a 0.
But it would be great if they did start using them again. If done right, that is.
If you don’t like the valve adjustment interval (5K miles) then just ignore it. I’ve got two 1100cc Guzzi’s one bike has 70K miles the other has 37K miles, neither bike has required a valve adjustment since I purchased them. Every couple of years I will take the valve covers off and sit on a milk crate and check the valve clearance and every time they have been within spec and I just put the cover back on and go back to finishing my coffee. I take my time and it takes all of 30 minutes. If I actually had to make an adjustment it would probably take me another 10 minutes per head. I prefer owing a motorcycle that I can do this maintenance myself rather than relying on a dealership to perform for me. Would you rather have a bike with shim under bucket valve adjustment that requires little baby hands and three hours of labour at your local dealership or something you can do on your own? And it is something you can do on your own, easily. I know Guzzi owners with 100’s of thousands of miles on their bikes who have never even bothered to check the valve clearance and they swear their bikes still run fine. I suspect that with these Guzzi engines if you run a good synthetic oil and a good oil filter and properly maintain the engine oil you are providing 90% of the preventative maintenance the engine needs. I believe that valve wear that requires valve adjustment occurs when the engine oil and or filter are less than optimal.
I know that Guzzi’s aren’t for everyone, heck, I don’t even think of my Guzzi’s as motorcycles. Guzzi’s to me are like two wheeled cars. They really are transportation devices more than any other motorcycle I can think of. I’ve owned Harley’s and Ducati’s and Japanese bikes and Moto Guzzi’s are my choice of machine now. They just plain work, maintenance is simple and I can do it myself. Guzzi figured out the transmissions after 2003 so they all shift fine now.
I don’t see a torque reaction arm on this shaft drive, so it is not their usual reliable CARC system.
Dealers are overrated. My 02 Guzzi saw a dealer once for a rear drive seal. My 98 has never seen one since I bought it in 05. That said you do need a place to actually buy one from. I like it and probably great for farm and fire roads
I’m lucky as my MG dealer is within an hour away. But as you mention, my Norge was only in once as I wanted them to see it after its first 600 miles for a checkup. Great people working out of an old building, much like MC dealers used to be before the boutique style came into vogue. Nothing fancy at all plus the dealer has a spot right next to his desk (in the corner of the sales area) for his dog. Just did a valve clearance check/adjustment and it took me maybe an hour. Certainly not everyone wants to work on their bike but I like the one on one time. You know, we get to talk, tell old riding stories, stuff like that. 🙂
I thought I deleted my first (duplicate) comment before the timer ran-out. I forgot to put in my normal username/email before submitting on that first one. I wanted to point this out because I never post under ‘Anonymous’, although my normal username isn’t any less anonymous.
Anyway, I should add to my thoughts… The retro paint scheme looks great on the V85! The single shock design is neat as well.
Then I stumble again by entering the wrong email! Doh! Need. More. Caffeine.
I like it. The output of its air-cooled engine is about spot on with another air-cooled bike: The old Buell XB9 series, 984cc 45-degree V-twin delivering 92hp. Out of all the latest new bikes though I’m really liking the Triumph Scrambler 1200 XE the best.
I like it. The output of its air-cooled engine is about spot on with another air-cooled bike: The old Buell XB9 series, 984cc 45-degree V-twin delivering 92hp. Out of all the latest new bikes though I’m really liking the Triumph Scrambler 1200 XE the best.
As others have said, finally, a Guzzi I would buy. This one seems to have just enough power that the usual “but it’s a Guzzi…you just don’t understand them” excuses or rationalizations won’t be necessary, and I love just about everything I see on this machine.
So many great new bikes coming out now that it’s difficult to whittle down the list of my favorites, but this one is easily in my top five. I even have a Guzzi dealer relatively nearby.
The question here?
Reliability. Will this thing prove to be as trouble-free as my other bikes have always been, or will it be plagued by iffy electronics, a tractor-like transmission, and the typical hit-or-miss Guzzi-built indifference. Italian design is top notch, but above all else I require that my bikes fire up and go consistently and without incident every time, year after year. If this one will do that, it should be an unqualified success.
Only my age (82) and my lack of adequate heft (130#)to manage the near 500# wet weight of the V-85 makes it inadvisable for me. I sold my two Guzzi California Stone Touring models in 2016 for that reason. To me, this is a dandy bike and with Piaggio’s commitment to quality construction I believe and hope this bike will be a winner. Now if only a LeMans could be built on this basic platform!
This piece of shit looks like the “future” Harley piece of shit. Too little too late.
Sorry to differ, I like the looks. I probably wouldn’t like the price. The Harley doesn’t have a good side to photograph.
The tank is getting closer and will have to do but…Those look like tubed wheels. To hell with that, Guzzi.
What, did you put little rubber grommets in the spoke holes and then wrap a bandage around the rim to prevent air from escaping?! I would guess that is what was done if they are indeed tubeless wheels.
If so, that is stupid, cheap and not befitting a vehicle capable of highway speeds. If it runs tubes, I say run away. FTN.
It is quite comely though. If it runs tubeless proper, then I will give it consideration, otherwise the smaller tanked (Damn it!) Triumph Scrambler 1200 that looks like it has a proper tubeless rim is going in my garage.
My Stelvio has tubeless spoked wheels with the rubber grommets. Bike is 9 years old and holds air pressure fine without seepage.
13 Stelvio with the same tubeless Alpina wheels, 40k miles no leaks and used on and offroad.
According to the 4 pages here, I see nothing about the wheels being Alpina STS and the specifications state “Air Chamber?” Makes me believe this V85 has tubes.
I also had a ’13 Stelvio NTX. TBH, the Alpina STS wheels are the only thing I hate for this bike. In the first month of ownership, I had leaky spokes. We found 9 on the rear and 1 in the front. I’m assuming it was a wheel building foul up but it was enough to make me doubt it’s reliability ling term. The dealer swapped the wheels out with a new set from another one that was good.
So, if the V85 does not have Alpina STS wheels, I won’t lose sleep over it. However, tubes suck for all that I will be doing. I’ll spend the money on a set of Kineos if the rear will mate up with the drive.
Finally a Guzzi I would seriously consider. Starting with the weight, a major update of the engine and ergos that look like all day comfortable. A 19″ front indicates it is not a off roader but targeting the street GS market. I’ll go ride one when they hit town.
I think the weight is pretty darn good for this bike. My current Ninja 1000 without side cases is 505 lbs wet, so is this Guzzi.
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I had the big Stelvio off road plenty in Labrador and Newfoundland with the same wheels and as it wasn’t rock hopping, log crossing and miles of whoops, those wheel sizes were just fine. And as it wasn’t a big 21″, the front steers easier and quicker on the road.
Mostly I commute to work on my GS. Yep. Laptop, lunchpail, sometimes a guitar across the back. 5 or 6 camping trips a year and a week vacation in the mountains. I like the look and the functionality looks right up the commuter-bike alley
“sometimes a guitar across the back”
I like your style brotha’
I commute daily too, rain or shine, without the guitar…the boss would constantly ask me why my s**t isn’t done yet. hahaha
I can’t wait for this to hit our shores, even if I have to get one from a far away dealer. Sure it’s less overall power than my ’98 R1100GS was, but to be honest, it’ll do the trick for everything I want this bike to do for me, which is get me from point A to B to C to D and not necessarily in that order carrying all that I need for a couple weeks of long distance camping or buying a guitar off Reverb from a guy in Canadastan. (hint: I might be doing that this summer actually.)
If they release a non-retro standard based on this platform I will be a buyer.
Me too.
I’m sorry, these bikes are just plain stupid.
This will make the posers sad but…We need them to go away.
Have you ever ridden one? Not sure why you consider adventure touring bikes to be stupid when they cover huge miles comfortably, handle great in the mountains, easily accept luggage, cruise easily at 80 mph+, and can take you down a fire road when needed. So do you just judge a bike by looks? If so, who exactly is the poser?
Stupid is as stupid does….that’s me. I think the yellow and white bike is fantastic! If Mark wants them to go away, I’d just as soon be on one and he can watch the license plate disappear on the horizon. Stupid could be putting the side stand into sugar sand.
So if the bike doesn’t appeal to you, then it’s “just plain stupid”?
I think you’re making the mistake of believing that everyone is like you, in that they view their motorcycle as a fashion accessory. I would not be at all surprised to find out that you ride around on the street averaging about 45mph while tucked into a racer’s crouch as if you’re competing in World Superbike/Supersport at Mugello.
What bike(s) do you own, Mark?
I think they just nailed the “do a little of everything” bike. If I could have only one bike, that would be it.
Of course one does need a dealer.
Yup.
And reliability…