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Moto Guzzi Releases Full Details and Specifications for New V85 TT

Chassis: For the Utmost Riding Pleasure and Ease

That Moto Guzzi ability to build superb chassis is once again confirmed with the V85 TT. Only the new Moto Guzzi can boast such a solid and precise front end as it enters a corner; only V85 TT is able to give the rider such a sense of control and safety while seeking excitement on the road. Much of this is down to the particular layout of the high resistance steel tubular frame, complete with beautiful rider footpeg support plates in die-cast aluminum (with removable rubber for off-road riding). As well as being completely new, it has no lower cradle, thus reducing weight while increasing engine clearance from the ground, essential when it comes to off-road riding. In pursuit of lightness, rationality and accessibility, it exploits the specific anchorage of the engine to create a rigid structure that restores precision and rigor on the road as well as robustness as well as the right feel for off-road riding. The rear part of the frame is designed to optimize load capacity and offer the passenger two wide and practical grab handles. A case can be mounted on the practical rear luggage rack, while optional panniers can be fastened to the sides, for significantly reduced lateral bulk.

Reduced longitudinal development of the new small block engine allows for a very long swingarm, for safe and intuitive riding. The new asymmetric unit in box-type aluminum features a curved left arm, for a very linear exhaust pipe design and a reduction of lateral bulk. The right arm of the swingarm houses the new shaft drive transmission. V85 TT is the only bike in its segment to use shaft drive transmission, prioritized over a chain drive because it makes no mess and requires no maintenance. The single shock absorber connects the chassis directly to the right arm of the swingarm, a solution that facilitates access to the hydraulic and spring preload adjustments, thus allowing free space for the exhaust system layout. The suspension offers very generous wheel travel (equal to 170 mm for both wheels) for satisfying off-road use, thanks also to significant engine ground clearance of 210 mm (the engine protected by an aluminum sump guard), while also ensuring comfort on the road. The fork (with 41 mm stanchions) and shock with separate tank are both adjustable in terms of shock preload and hydraulic rebound. The braking system is of superior quality, comprising a double 320 mm steel front disc with two radial-mounted Brembo calipers with 4 opposed pistons, connected to the pump at the handlebar with metal trellis tubing. At the rear is a 260 mm steel floating caliper with 2 pistons. The unit is controlled by a multimap Continental ABS system. The spoked wheels mount 17” and 19” tires (respectively 150/70-17 and 110/80-19), measurements that will also satisfy off-road enthusiasts.

A New Engine, a Future Classic

The V85 TT introduces a new Moto Guzzi engine. Its configuration mirrors that of all Moto Guzzi bikes in production today: an air-cooled transverse 90° V twin with OHV distribution and two valves per cylinder, the pride and tradition of the Mandello Eagle. Engine capacity is 853 cc, thanks to a bore to stroke ratio of 84 x 77 mm. The most modern of all engines in the range, it can boast a ratio of almost 100 HP/liter. Thanks to its complete new design and the use of materials generally destined for race bikes, such as titanium, the new “eight and a half” is able to deliver maximum power of 80 HP and boast an impressive maximum torque value of 80 Nm at 5,000 rpm, with 90% of the torque already available at 3,750 rpm, in keeping with the tradition of the Mandello twin, which has always offered excellent drive even at very low revs. This is the first Moto Guzzi small block engine that can easily reach 8000 rpm, an aspect that showcases its modern and exuberant nature.

The crankcase is the fruit of a new design and is stiffer, in order to fulfil its new role as a stress-bearing element in the frame, introducing new frame connections and strengthening elements in the internal stud bolt area. It also features new ports in order to check the oil level in the lower semi-crankcase. Lubrication involves a semi dry sump, with two coaxial pumps tasked with oil delivery and recovery that ensure excellent lubrication and do away with the need for an oil radiator, thus reducing the overall weight. The semi dry sump solution allows for a totally isolated crankcase chamber, preventing any power absorption that would occur with a dry sump system, where the piston also has to overcome the counter-pressure inside the sump. The oil circuit is totally new and features holes of different diameters, with one of the two pumps transferring lubricant from the crankcase chamber to the sump. The latter is reduced in size to increase ground clearance and allow for assembly of the protective aluminum under-sump. The whole crankshaft is new and, together with the piston rods, also new, allows for a reduction in weight of almost 30% with respect to other small block engines, upping throttle response speed while significantly reducing any vibration. The upper section of the twin engine is also totally new: in keeping with Moto Guzzi identity, OHV distribution with two valves per cylinder is retained, though the system and materials used are all new. Cylinders are of reduced height, while new and efficient oil passages and a brand-new fastening system to the crankcase ensure robustness and reliability. The heads have new special-shaped mix entry ducts and links. One of the stand-out aspects of a Moto Guzzi engine is its distribution, complete with aluminum roller cams and rocker arm pushrods. The use of 42.5 mm titanium intake valves, which weigh half of those in steel, has allowed for much more radical opening timing, to the benefit of maximum power. Low-profile pistons are used, with 20 mm pins, as well as new head and plug covers that differ in shape, while the flywheel and generator have been boosted. Injection makes use of a single 52 mm throttle body, while electronic management is entrusted to a multimap Ride-by-Wire throttle control, a solution that allows for delicate and scrupulous control of valve opening, not only optimizing overall efficiency for a smooth, rich delivery, but also saving on fuel. The new Moto Guzzi engine is in fact very frugal in terms of consumption: it has few components that absorb power (OHV distribution is one of the most frugal in terms of power absorption) and has no cooling circuit pump or long drive chains or belts.

Significant work has been done on the gearbox to make it smoother and more precise. The gearbox and clutch housing make for increased ground clearance; the dry clutch exploits a reinforcement disc under the clutch plate as well as a new clutch disc; a triple ring system is also introduced for the first time: a synchronizer that reduces gear noise to a minimum, particularly that of first gear. The ratios are new. In addition, the gears gain flexible coupling, for even smoother final transmission at the PTO shaft, this too new. Lastly, the swingarm housing zone is sized accordingly and features large diameter bearings.

First-Rate Technology and Content

For the V85 TT project to achieve its main goal, or rather to satisfy Guzzista in their daily riding as well as in their touring and adventurous off-road riding, Moto Guzzi has designed a complete range of standard electronic equipment, without any inopportune technological overload, for maximum travel enjoyment. To make life on board easier and safer, Moto Guzzi introduces three different riding modes on the V85 TT: Road, Rain and Off-road. Each of these Riding Modes corresponds to a different engine mapping and a different ABS and MGCT traction control calibration, as well as a different response from the Ride-by-Wire accelerator control:

  • Road: designed for smooth riding while still retaining an element of fun. Foresees a medium level of MGCT traction control calibration, ABS active on both channels and a prompt throttle response.
  • Rain: ideal in situations of reduced grip, to ensure maximum safety while riding. Foresees a higher level of traction control calibration, ABS active at both wheels and a gentler throttle response.
  • Off-road: the setting for the all-terrain soul of the V85 TT, designed to make the most of the chassis and engine during off-road exploits. Foresees the lowest level of traction control intervention, ABS only active at the front wheel with dedicated calibration (and with the possibility to deactivate it at the front wheel), along with a gentler throttle response assisted by greater engine braking.

The rider need only select the preferred mode, safe in the knowledge that Moto Guzzi has developed the best possible electronic configuration for each Riding Mode.

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  1. Scotty says:

    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. 🙂

  2. John F. says:

    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.

    • WSHart says:

      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.

      • Bob K says:

        Don’t worry about the valves. It’s hydraulic lifters, pushrods and rockers. Self adjusting.

        • WSHart says:

          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!

        • Jeremy in TX says:

          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?

          • WSHart says:

            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.

      • Paul says:

        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.

    • Bob K says:

      I don’t see a torque reaction arm on this shaft drive, so it is not their usual reliable CARC system.

  3. Joliet Jim says:

    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

    • MGNorge says:

      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. 🙂

  4. Zuki says:

    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.

  5. Zuki says:

    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.

  6. Anonymous says:

    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.

  7. VLJ says:

    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.

  8. 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!

  9. paul says:

    This piece of shit looks like the “future” Harley piece of shit. Too little too late.

    • stinky says:

      Sorry to differ, I like the looks. I probably wouldn’t like the price. The Harley doesn’t have a good side to photograph.

  10. WSHart says:

    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.

    • bmbktmracer says:

      My Stelvio has tubeless spoked wheels with the rubber grommets. Bike is 9 years old and holds air pressure fine without seepage.

      • Cagefree says:

        13 Stelvio with the same tubeless Alpina wheels, 40k miles no leaks and used on and offroad.

        • Bob K says:

          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.

  11. skybullet says:

    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.

    • Bob K says:

      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.
      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.

  12. Ken says:

    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

    • Bob K says:

      “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.)

  13. nbrnineT says:

    If they release a non-retro standard based on this platform I will be a buyer.

  14. Mark says:

    I’m sorry, these bikes are just plain stupid.
    This will make the posers sad but…We need them to go away.

    • motowarrior says:

      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?

    • Hot Dog says:

      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.

    • Fred M. says:

      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?

    • John says:

      I think they just nailed the “do a little of everything” bike. If I could have only one bike, that would be it.

  15. ham says:

    Of course one does need a dealer.

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