Moto Guzzi V85 TT test


A new path

90 ° V-Twin, 853 cm3, 80 hp, 80 Nm, 229 kg full made, 23 liter tank, € 11,699

What is a new motorcycle? First a new engine and an adapted chassis, designed around the character of this new mechanic. Then there are new pleasures. The Moto Guzzi V85 TT had generated cries of madness on the Den when it appeared as a concept, then in real life at the last motorcycle show. The Moto Guzzi V85 TT This was one of the most anticipated novelties of the start of the year. Eh we confirm today that this Guzzi trail belongs to the rare kind of real new motorcycles.

Moto Guzzi V85 TT reviewMoto Guzzi V85 TT review


The engine first. If it cubs 853cc (with 84mm of bore and 77mm of stroke) exactly like the V9 of the Roamer and Bobber, it shares only that value with them. The crankcases have been revised, already to allow the twin to anchor in the new frame, but have also been reinforced, to increase the rigidity of the whole, since the engine contributes to the balance of the chassis. The pistons, connecting rods, rocker rods, timing diagrams have also been developed for the V85. We therefore remain on a classic engine architecture à la Guzzi, with a V-twin facing the road, with tumbled distribution, air cooling and gearbox in a crankcase separate from that of the engine, with semi-dry sump lubrication. (operated by two oil pumps). Authentic vintage! Some Harley-Davidson have also kept the rocker arms and air cooling, but at equivalent displacement, an 883 does not deliver the 80 hp that the V85 TT prides itself on..

The 90 ° V-Twin of the Moto Guzzi V85 TTThe 90 ° V-Twin of the Moto Guzzi V85 TT

Ditto for the torque, announced at around 8 mkg at 5,000 rpm. This "small block" has been lightened by new internal parts, including titanium valves which one wonders what they can do here, usually reserved for sports …. It would seem that there was a desire to lighten and make this engine more reliable, to achieve this power that does not turn any head on paper but, on closer inspection, is quite substantial for such a dated design..

The 853 cc engine of the Moto Guzzi V85 TTThe 853 cc engine of the Moto Guzzi V85 TT

These 80 hp allow the Guzzi to perform well, despite the 95 hp of a Honda Africa Twin or a Triumph Tiger 800 (with liquid cooling and overhead camshafts for these two….). The Suzuki DL 650 is not far either, with its 71 hp and its unbeatable price of 8,399 euros…. when the Guzzi claims 11,699 euros, however cheaper than the Triumph and Honda previously mentioned.

Moto Guzzi V85 TT headlightsMoto Guzzi V85 TT headlights

Concession to modernity, fuel injection (a single 52 mm diameter throttle body), which optimizes the filling of the engine and therefore helps to achieve the advertised power. We are therefore entitled to different engine modes (road, rain, all-terrain), traction control, cruise control, a dashboard with multiple information ….

Instrumentation of the Moto Guzzi V85 TTInstrumentation of the Moto Guzzi V85 TT

Another essential element (with the handlebars and the wheels….), The trellis frame, suspended by a fork and a Kayaba shock absorber. In the so-called Sahara version of the V85, it shines with its welcome bright red. This framework could also serve as a basis for other new Guzzi products. It receives a new swingarm, still containing a shaft and cardan transmission (only the V85 has this final transmission in the mid-displacement trail segment), longer than on the V7 and V9, to promote traction and stability..

Moto Guzzi V85 TT transmissionMoto Guzzi V85 TT transmission

The V85 TT is available in two very similar versions: the one-color with a Metzeler Tourance Next tire set (11,699 euros) and the colored one with the Michelin Anakee Adventure (11,899 euros). We will see that they have little influence on the behavior of the motorcycle.

Guzzi V85 TT testGuzzi V85 TT test

Finally, a set of accessories accompanies the novelty, with three distinct packs:

  • The Sport Adventure, including an approved titanium exhaust silencer, engine guards and Ohlins shock absorber.
  • The Urban Pack, with two aluminum side cases, the MIA device to connect your smart phone to the dashboard, an electronic anti-theft device and a central stand.
  • The Touring Pack, equipped with two aluminum side cases, a 41-liter aluminum top case, a high screen, additional LED headlights and the MIA system.

Optional cases of the Moto Guzzi V85 TTUrban Pack suitcases

The heated grips, they remain an additional option ….

In the saddle

First turns of the wheel, the Guzzi demonstrates an obvious balance, welcoming ease. The saddle leaves the choice of position, unlike a Ducati Multistrada 950 for example, the width of the handlebars does not widen the arms, the controls are soft, especially the gearbox.

Moto Guzzi V85 TTMoto Guzzi V85 TT

The Guzzi V7s, especially before the III version, did not excel with precision and speed of shifting. The V85 has nothing to do with these old ways. The box is not very fast, but it is smooth and precise. First braking, the fork plunges a little, trail way. The knees grip the tank well, we control the bike. The sound of the twin is discreet, the famous well-known poum poum, which punches with its muscular little fists after 3500 rpm.

Moto Guzzi V85 TT silencerMoto Guzzi V85 TT silencer

In the city

Frankly, in Sardinia, where Miss Guzz was introduced to us, cities are scarce, apart from Cagliari, where we have not put a crampon. There remain the charming but deserted villages of the Italian island, with their stops with erased bands, their distorted streets and their little squares devoted to colorful fountains and the dragging eyes of the elders leaning on their canes.

It was in Sardinia that we tested the V85 TTIt was in Sardinia that we tested the V85 TT

The saddle height, reasonable (830 mm), allows to put a good foot on the ground (but not both), even under the meter seventy. The width of the seat, closest to the tank, is equivalent to that of a roadster. Excellent crutch, when you stop, with a very high lug, perfect for the little ones. The driving position, very natural, easy, allows complete control at low speed. Turning around on a classic-sized street is no problem.

The turn signal controls, the readability of the mirrors remain within very acceptable standards. The engine, at very low revs, between 1,500 and 3,000 rpm, shows good flexibility, in the absence of a big boot. Braking is perfect, powerful but adjustable. The V85 TT starts to show a nice face there.

The Guzzi is very manoeuvrable at low speedThe Guzzi is very manoeuvrable at low speed


This is the kind of unknown place in Sardinia. However, the island has a few wide expressways and national roads close to highway conditions. The protection offered by the original bubble calls for the subscription to the high bubble option. Neither the shoulders nor the helmet are immune to air pressure. The riding position is always cool, arms relaxed, legs bent without excess, lower back resting and above all choice of position over the miles, we move forward or backward easily on this saddle.

The original screen offers relatively little protection at high speedThe original screen offers relatively little protection at high speed

The engine hums gently at 4000 rpm at 130 km / h, or 2900 rpm before the red zone. Yes, first surprise, the maximum power of 80 hp is announced at 7,750 rpm, ie in the red zone! Guzzi strangeness…. While teasing this banished spot in third, I realize that the bike breaks at around 7800 rpm! Clearly, Guzzi did everything to avoid going looking for the last horses. For the sake of reliability? Of course, torque matters more than horsepower on this kind of bike. It’s still not very serious to present maximum power at almost 1000 rpm beyond the red entry area. Consumption varies between 5.5 l / 100 km and 6 l / 100 km depending on the on-board computer. I have not had the opportunity to refuel in 310 km, which is already a good sign, despite the 23 liters in the tank.

The driving position remains cool and the stability is omnipresentThe driving position remains cool and the stability is omnipresent

Otherwise, the V85 shows perfect straight-line stability and good quality suspensions on imperfections. A small luggage rack behind the passenger seat leaves room for stowing a good-sized bag, without disturbing said passenger. There are many possibilities for securing bungee cords.


The journey first runs along the Sardinian countryside, a straight national road in rather poor condition. Once again, the comfort of the suspensions is illustrated. A fork to the left offers you to join the sea, never very far. This time it’s a straight departmental, even more rutted. Then we attack a virolent rise, moment of truth. The V85 TT promised it, it hinted at a rare front axle stability. Because, in my eyes, the essence of a motorcycle is there, in this confidence in the front axle, both when braking and when entering a bend or even when braking on the angle, on great days, just to check once we weren’t the Marquez of the canton.

The departmental roads are the playground of the V85 TTThe departmental roads are the playground of the V85 TT

First curve quite open to the right, the bike fits into it with the tips of the toes, not even a small movement of the arms. Its agility, favored by the 150 wide rear tire, is reminiscent of an AfricaTwin 1000. A sequence follows, still uphill, this time for sure, the V85 TT plays with swings, twist style. The best is not there. At no time is she disturbed by sudden movements. Confidence climbs as much as the road. The next left will be optimistic! I only cut the throttle, propel myself on momentum in this magical lair, the biker paradise, the Guzz ’does not vary one iota of its trajectory, royal stability.

Confidence climbs quickly on the handlebars of the GuzziConfidence climbs quickly on the handlebars of the Guzzi

At this point it is almost provocative. I go into attack mode, on the momentum, the right wrist quick to revive, the fingertips crushing the front at the start of the curve, nothing happens, or rather if, a kind of jubilant ecstasy of tarmo that has regained his twenties or almost. The V85 TT is a born attacker! Who would have expected her on this land? The chassis induces absolute confidence, aided by very good level tires. The suspensions collect with progressiveness and above all, incredible for a trail, a feeling of rigidity of the part-cycle floods the confidence of serenity. But what goes for a quarter of an hour of madness also applies to braking or emergency avoidance, a last minute change of direction and any situation capable of tingling fear in the back of the neck. La Guzzi is reassuring all the time. Its stability both amuses and relaxes. The Africa Twin waddles more, the Tiger does not provide the same agility, perhaps only the Suzuki V Strom 650 lines up with the V85, less the charm of the poum poum.

We did not expect it there, but the V85 TT allows you to attack hardWe did not expect it there, but the V85 TT allows you to attack hard

The twin of course does not harm this magical part-cycle, it revives it and accompanies it more than it tortures it, hence the homogeneity of the bike. This trail combines dynamic qualities and unprecedented sensational tranquility, it is indeed a real new bike that offers a new use.

The Moto Guzzi V85 TT on a curveThe Moto Guzzi V85 TT on a curve

All Terrain

A wide road, sometimes stony and sometimes sandy, underlined the qualities of the V85 TT chassis. But its weight is felt more when the front wheel digs into the sand and you have to stick out a leg. The engine’s lack of trunk at low revs makes it difficult to get out of such a mess. With the original tires, it will be necessary to stay on the big roads with bodywork, on dry ground or rather covered with stones. Very soft all-terrain. The suspension travel is not as high as on an Africa Twin and you can tell.

The aptitudes of the V85 TT are clearly more oriented towards the roadThe aptitudes of the V85 TT are clearly more oriented towards the road


Do I really need to come back to this? Agility and stability have rarely coexisted so well in this world of homogeneity. The Kayaba pendant lights are excellent. You probably need to tighten the fork settings a bit to contain your dive, although ….

Moto Guzzi V85 TT forkMoto Guzzi V85 TT fork

The tires, Michelin or Metzeler, are adapted to the character of this serene part-cycle. Strangely, you don’t feel any difference between the two climbs when you jump from one motorcycle to the other. Unfortunately, the spec sheet does not give the wheelbase of the bike, nor the degree of column angle opening, but the values ​​seem perfect. The Moto Guzzi Stelvio 1200 already showed this kind of stability, less agility and its monstrous weight did not provide such confidence, especially in the city..

Moto Guzzi V85 TT spoked rimMoto Guzzi V85 TT spoked rim


Double floating steel disc 320 mm in diameter, Brembo radial 4-piston calipers, which means it’s heavy. The Guzzi brakes hard, stable and progressive. The rear slows the bike down very well before the turns, the ABS doesn’t kick in too early, no complaints. The feeling at the lever is flexible at the start of the race then the power comes gradually, until you bite badly at the end of the race.

Front brakes of the Moto Guzzi V85 TTFront brakes of the Moto Guzzi V85 TT


The saddle deserves to be a little better padded and soft and some vibrations go up in the footrests. I have already mentioned the poor protection with the original bubble. Side suspensions, no complaints, as for the driving position. On the other hand, why put the heated grips as an option, only to then complain that bikers don’t ride in the winter? You can adjust everything from the dashboard, choose off-road modes that disconnect the rear ABS while maintaining the front, moderate the arrival of power with a Rain mode (rubbish on this kind of bike), but not warm your hands in winter ?

Moto Guzzi V85 TT seatMoto Guzzi V85 TT seat


The management of the ride by wire optimizes the performance of the engine, but since this one sometimes needs to be whipped to get out of a situation or simply to restart, consumption suffers a bit. It will take around 6.5 l / 100 km in normal use, according to the on-board computer. I’m still looking forward to checking this out over a longer period of time ….

Moto Guzzi V85 TT 23 L tankMoto Guzzi V85 TT 23 L tank


The V85 TT is a nice surprise. It invents the trail cool, comfortable, well finished, with a final transmission by shaft and cardan rather smooth, efficient in terms of road behavior and soothing in terms of engine behavior. The perfect motorbike for coiled attacking, modern fun. The everyday companion, ready to dance the disco on Saturday night and fill out a tax-breaker sheet…. on a Wednesday night on the highway. Good humor springs from the V85 TT, in addition to real qualities of comfort, ease, agility, efficiency. The twin will not disturb hearts but will have conquered them by dint of infallible goodwill. Me, this kind of motorcycle, I buy. The only reservation, I will avoid forcing the engine in the laps, it does not feel fulfilled. The same temperament with a little more reach, just to hang on to 7,000 rpm without having the impression of blowing everything up and perfection would be in this world.

The Moto Guzzi V85 TTThe Moto Guzzi V85 TT

Strong points

  • Front axle stability
  • Quality of suspensions
  • Offers another way to think about trail running
  • Maneuverability
  • Driving position
  • Natural balance
  • Engine flexibility

Weak points

  • Fairly weak bubble protection
  • Engine uneasy at high revs
  • Seat a little firm and limited space for the passenger

The technical sheet of the Moto Guzzi V85 TT

Moto Guzzi V85 TT video test

Test conditions

  • Itinerary: 310 km in Sardinia, good weather, more than 20 ° permanently. The roads were sometimes degraded but the grip was good
  • Motorcycle mileage: 1,327 km
  • Encountered problem : –

Test equipment

  • Helstons Track Rag Leather Jacket Camel
  • Shoei Hornet ADV Helmet
  • Helstons Titan Gloves
  • Vanucci Tifoso VTS4 Shoes

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22 thoughts on “Moto Guzzi V85 TT test

  1. Where Kawa has reinvented the KLE 500 for us …

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  2. Philippe still as green as his kawette.

    very nice again this article. It is true that a small 2.5 or even 300, in addition …, it makes you want, just to not take the chetron when leaving to work, the thing where you finally go wrist in the corner … a little moment; personally, even when I open a little I only use +/- 50% of the power with my 750.

    A mash 250 to 250 balls on occasion makes me spring roll.

    hihihi la Knacki Herta

    See you all, even the grumpy ones

  3. if Yamaha had released a trail version of the mt-03 I would doubtless have hesitated (although at 4800euros …). A def

  4. If Yamaha had released a trail version of the mt-03 I would probably have hesitated because my Mt-03 is only intended for road use (for the city I have 2 Honda 125CG 2004). In the absence of existing I equipped it with a Puig windshield (ref: 5267 100euros) eliminating by the same its main

    defect which was a catch in the wind of 110KM / H .

    From roadster my Mt-03 has thus become a real GT For 4900 euros all included. I tested this bike on 2200 km after the break-in was finished (at 2500km) during a trip in Auvergne.

    Result: on the Chвteauroux -Tulle national road (which is in fact a motorway) the 130 can be held indefinitely (we are at 8000 turns, the red zone is at 12,500 trs) consumption 4.5 Liters .

    despite the flat saddle the comfort is surprising which shows that everything comes from the suspensions. These have often been judged too flexible by the press but for road use it is ideal .

    On departmental roads the bike is light which, combined with a rigid frame and a very precise front axle, makes you want to attack at every turn, as long as the ground clearance is important. The engine with a 4th which takes 140 to 12,000 revolutions

    is very lively and powerful: it is a treat on this type of road .

    I therefore find no fault with it if it is of course an almost impossible duo use with the standard equipment.

    On this point the Kawa is undoubtedly superior to him .

  5. Hi friends, I have the adventure version (without suitcases), 5000 km already covered are handlebars, RAS, put a few small defects (1 single disc, normal fork), this little machine is almost perfect for life everyday, the cycle part is excellent, the comfort correct in solo as in duo, the road holding is excellent and the agility bluffing, for that I equipped it with Michelin Pilot Activ tires, I dug and padded the original saddle and I put a tape case, it is true that the three first gear pulls short (probably to make the way in the mountains), but that does not bother at all, at the bottom of 4 are at 120 and at the bottom of 5 cut-off limit at 148 km / h in 22 seconds from a standing start, not bad for a 300cc, the 6 on the other hand is very long and allows you to reach the 165 meter for a longer time (178 downhill), all that without reaching the cut, voila voilou

  6. I confirm everything that is said. I am the owner of this amazing mount and absolutely won over. Only downside and size … impossible to travel in two and just as impossible (and my anger and my disappointment are great) to get a rack and sissybar. Not foreseen in the catalog and impossible to order abroad. Inadmissible to such an extent that after 500 km and in front of the wall with which I find myself confronted with kawasaki france, I even plan to part with this little wonder. I have it really heavy on my heart.

  7. As much the version with red, yellow and its beak gently made me laugh, as the gray….

    However, me, the bikes with the duckbill…

    830 saddle height …. I’ll have to try smile

  8. The range of accessories of European origin for the Custom version of the VN1700 Voyager does not actually include the items of equipment indicated (this offer is in fact limited to iPod and MP3 connectors only).

    The original version of the VN1700 Tourer might have answered more to the "touring" wish. ?

    Otherwise, there are orders on the internet:


  9. QuoteGodzilla
    As much the version with red, yellow and its beak gently made me laugh, as the gray….

    However, me, the bikes with the duckbill…

    830 saddle height …. I’ll have to try smile

    I really like the gray version too, yet the gray is not my strong suit!

  10. I love kawa but there is clearly a fuck up…

    you might as well find a w800 from OCCAZ, or go to royal enfield, or moto guzzi (gimbal) see even triumph…

    it is worth 2 to 3000 € less, big belly approaching.

  11. Before, I looked at all the "not too ugly" motorcycles and said to myself: What if she was the promised one ?. Then I bought a 2011 W 3 years ago, quite by accident, and since then the others have no effect, or almost no longer. A real bike, pretty, practical, sober and a low speed torque always so pleasant. An iron motorbike like little, super easy to live with. I am 1.73m and for once it’s perfect.

    If the news stings a bit, a good secondhand is between 5000 and 6000, you will not regret them.

  12. My big dream at the time (with the 750 H2)! But I couldn’t afford it! I "contented" with a Z1000 MK2.

  13. Always admiring … this engine made me dream (like so many others) !

    When we went to Solla, 3 fellows with the side 13/6 + EML (Hi Dominique !!) the thrust, the times, the sound, the "quiet strength" and the efficiency … delighted me.

    Well, obviously … in this configuration, it was necessary to give them regularly to drink, to the chicks !!

    There is something that reminds me of the indestructible in this engine and the machine.

    Achilles heel of the hitch in question, on 14-inch wheels (I’m sure … it was maybe 13 or 15?), The proximity of the low engine crankcase (with its nut slightly protruding drain), with deceitful retarders. One day, a moment of inattention, and presto … repainted retarder !

    Thank you for this test in the RDM, it’s pretty cool not to forget our stars !!

  14. QuoteThe iguana
    As much the yellow and red makes a clown motorcycle, as the other colors suit it super well.

    It’s clear.

    And it amazes me.

  15. Nothing on the models transformed by Godier-Genoud?

    Including a 1400cc turbo?

    In any case, the latter had a splendid GT look.!

    And that engine … what a cathedral! It is for me the most bô!

    It inspires immediate respect! Much more than those with fins in my opinion.

    Too bad BMW did not release its concept roadster based on its six, or that Honda did not do the same with its flat six.

    As for kawa, I would prefer that one come out, rather than their compressed inline 4!

    A little nobility in this world of "brutis" … by the glue!

    The one who nails (us) to the ground and (us) prevents us from moving forward!

    The one who pretends to be familiar with infinity … and who hangs up a zero to her symbol!

    The one that the soft thinkers gargle and that we puke every day as our passion grows heavier.

  16. to have fun a few km in the summer, for the rest motorcycle gadget for Sunday rider, bizarre aesthetic that will make people talk, excruciating for me and superb for Sunday show-offs

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