In 1984, an Italian motorbike producer on the shores of Lake Como started improvement of a customized Tutto Terreno (All Terrain) motorcycle. Dubbed the V65 TT Baja, this one-off Moto Guzzi can be entered into the notorious Paris-Dakar Rally the following yr, piloted by Claudio Towers. The bike was a modified model of their V65 TT, Guzzi’s first foray into twin-cylinder dual sport motorcycles. The stock iteration was fairly properly outfitted, providing 48 horsepower from a 643cc air-cooled V-twin, disc brakes, a five-speed gearbox and a shaft ultimate drive. It was produced between 1984 and 1987. The Baja, nevertheless, featured a customized made 13-gallon gasoline tank, a Marzocchi front fork, dual rear shocks, and a solo seat.
Only 17 iterations of the Baja have been ever built, 15 of which have been commissioned by a French importer. Sadly, Towers can be pressured to retire from the rally as a consequence of a battery failure. However the legacy of that Dakar entry lives on with the brand new V85 TT and V85 TT Journey, Moto Guzzi’s lengthy awaited return to the Tutto Terreno phase.
The V85 TT’s shade and trim are impressed by the V65 TT Baja – a mid-80’s V-twin enduro Moto Guzzi entered within the Paris-Dakar Rally.
Unveiled at EICMA in 2017, the 2020 Moto Guzzi V85 TT is an all-new motorbike from the Mandello del Lario manufacturer, and the first off-road oriented Guzzi because the departure of the Stelvio. That stated, Moto Guzzi doesn’t think about this an journey motorbike, nor a scrambler. As an alternative, they’ve deemed their new TT as a “classic enduro” machine, becoming someplace between the aforementioned classes. And after nearer inspection and a check journey round an Italian island, I feel I’d agree.
V85 TT Key Options
Featuring an all-new 853cc air-cooled 90-degree V-twin motor mounted transversely in the chassis, the V85 TT produces 80 horsepower at 7,750 rpm and 60 lb-ft of torque at 5,000 rpm. To scale back weight and maximize mid-range efficiency, the brand new motor utilizes titanium valves and aluminum push rods. A brand new low-profile piston and revised crankshaft additionally help within the weight savings. The motor gives ample low-end torque, clean mid-range power and will fortunately run itself to full track, redlining at roughly 9,000 rpm. The V-twin engine is mated to a six-speed transmission, which transfers energy to the rear wheel by means of a shaft ultimate drive, making the V85 TT the one mid-sized adventure bike to function a decreased maintenance drivetrain.
An 853cc air-cooled, pushrod, 90-degree V-twin motor is designed to deliver gobs of low-end torque and Guzzi character.
For those trying to lay down huge miles on their motorbike, a shaft drive is advantageous in that it requires significantly less upkeep than a standard chain-driven bike. And while Guzzi engineers have managed to scale back driveline lash when shifting the V85 TT, I was a bit concerned concerning the robustness of the ultimate drive enclosure, specifically the 4 bolts that safe the swing arm to the differential housing. The diameter of these bolts seemed insufficient for my part, and would subsequently be weak to torsional forces utilized when driving aggressively off street. That vulnerability, and the exhaust manifold mounted instantly beneath the bike, have been the only considerations I had relating to the TT’s off street prowess.
A 41mm inverted KYB fork and a similarly adjustable KYB shock at the rear present 6.7 inches of suspension journey, and eight.3 inches of floor clearance. Both the entrance fork and rear shock function adjustable spring preload and rebound damping.
The V85 TT is the only shaft-driven Journey Bike in the middleweight class.
Twin 320mm floating discs with 4-piston, radially-mounted Brembo calipers present ample stopping power up front.
Fortunately, spoked wheels come commonplace, with a 19-inch front and 17-inch rear wrapped in either Michelin Anakee Adventure tires on the Adventure mannequin, or Metzeler Tourance Next on the usual V85 TT. Whereas both tires are tubeless, the the wire-spoke wheels do require tubes. Alas, you’ll nonetheless need a set of tire irons in your software roll.
Stopping power is offered by a pair of 320mm discs squeezed by four-piston Brembo calipers on the entrance, and a single 260mm floating disc with a two-piston caliper grabbing hold in the rear. A multimap Continental ABS system comes as commonplace gear, while Traction Management is offered by way of ride-by-wire know-how and three driving modes – Street, Off-Street, and Rain – each of which regulate engine mapping, ABS, and traction management settings to go well with street circumstances. In Off-Street mode, for instance, further engine braking is offered, whereas the ABS is optimized for filth up entrance and turned off at the back wheel.
Both the usual and journey model function a skid plate and full wrap-around hand guards for off-road protection.
Similarly, throttle mapping and traction management intervention are adjusted when the bike is switched into Rain mode. That stated, you’ll be able to turn off the ABS and Traction Control totally through the use of menu features on the digital instrument cluster (which contains a TFT show, a primary for Moto Guzzi), however solely when the bike is in Off-Street mode. A totally customizable experience mode is just not obtainable, nevertheless.
The V85 TT is the first Moto Guzzi to make use of a Colour-TFT show.
Controls on the left aspect operate cruise management, flip alerts and horn, while the appropriate aspect is provided with a toggle that permits you to move between driving modes.
Tipping the scales at 459 lbs dry, and 505 lbs moist, the new V85 TT is almost 100 lbs lighter than the Stelvio it replaces. Weight loss, as mentioned previously, was achieved not solely because of light-weight engine elements, but in addition by stiffening the crankcase so it can be used as a careworn member, allowing the trellis frame to not require the cradle arms. Moreover, the cylinder heads and sump have been trimmed down, which not solely lowered the overall weight of the motorbike, but in addition help in rider comfort.
The US gets solely three of the colour choices: Giallo Sahara (white/pink/yellow), Rosso Kalahari (pink/white), and Grigio Atacama (slate gray).
All of this is simply numbers on paper, though. To test the idea, Moto Guzzi invited ADV Pulse to the island of Sardinia, off the coast of Italy to spend a day driving the new V85 TT each on and off street.
The exhaust notice of the air-cooled, pushrod, 90-degree V-twin makes a daring assertion, whereas the trellis frame and dual headlights supply a classically-inspired look.
To say I used to be skeptical can be a critical understatement. Once I first laid eyes on the factor, my preliminary ideas centered more on the colorway and long front beak than on how it may perform. But with a low seat peak – 32.5 inches – and non-compulsory touring equipment, the new Guzzi seemed like a superb addition to the ever-growing ADV market, albeit a bit weird wanting, for my part. To show myself fallacious I chose the brilliant white/purple/yellow colorway, what Moto Guzzi calls Giallo Sahara and is inspired by their aforementioned entry within the Dakar Rally, then set out for a day experience across the island.
Once you hearth up a Moto Guzzi for the first time, you’ll experience one thing in contrast to some other motorbike available on the market. With its transverse engine arrangement, cylinder heads protruding from both aspect of the bike, it shakes from back-and-forth a bit, reminding you that this isn’t simply any motorcycle, this can be a Moto Guzzi. A throaty sound exits from the 2-into-1 exhaust system, which I’m positive would sound substantially higher when the OEM unit is changed with an aftermarket choice. Nonetheless, the sound is unique. Totally different than different V-twin motorcycles. The TFT lights up, and an array of data is exhibited to you: engine temp, rpms, driving mode, et al.
WATCH: Quick close-up take a look at the Moto Guzzi V85 TT and a sound pattern of the 90-degree V-twin powerplant.
General, the fit and finish of the new TT is basic Moto Guzzi. The air-cooled, pushrod small block V-twin makes a bold statement, whereas the trellis body and twin LED headlights supply a classically inspired look melded with trendy amenities. The TFT display, for example, is giant sufficient to offer wanted info each while seated and standing, displaying trip odometer, gasoline degree, ambient temperature, present and general gasoline consumption, as well as which gear you’re in. The controls mounted to the handlebar, nevertheless, usually are not as intuitive as these I’ve used on other journey bikes. Controls on the left aspect operate cruise management, flip alerts and your horn, while the proper aspect is provided with a toggle that lets you transfer between driving modes, however only after holding down the facility change till the experience mode flashes on the TFT. With out initial instruction, this might have been troublesome to discover.
On The Street
The clutch pull is mild with a noticeable friction zone. Because of a new single-plate dry clutch, shifting the Guzzi between gears is remarkably clean, something older iterations aren’t necessarily recognized for. Our journey chief peeled off down a clean, paved street and guided us onto a two-lane freeway, growing his velocity steadily. By the time we’d clicked into sixth gear and have been clipping alongside at Interstate speeds, I observed simply how useful the small, tinted windscreen was. Now, to be truthful, I am solely 5’9”, nevertheless a taller, touring fashion display is accessible for you gigantic varieties.
Ergonomics on the V85 TT are akin to many different ADV motorcycles, with a relaxed, upright driving positions. The bars are pulled back simply enough to scale back fatigue on your again and shoulders, and but tall enough that when standing whereas driving I never discovered myself leaned over or lurching forward. Again, my normal stature is one thing to think about.
The vast, perforated suede saddle stored my keister snug and firmly hooked up, even when driving the bike at velocity alongside the Sardinian coastline. Energy supply was direct, with my throttle inputs being matched by an applicable improve in revolutions per minute. Underneath heavy braking, the new V85 TT was incredibly secure, with the Brembo brakes doing as they’re meant, and the chassis remaining unphased by my abrupt inputs. Turn in was sharp and lean angle substantial, so much so that I discovered myself scraping the footpeg on each side of the bike all through the day.
On the pavement, the suspension is greater than enough, with little or no compression when applying the brakes rapidly. And due to a 60.2-inch wheelbase and relaxed 28-degree rake, the V85 TT is balanced and undeniably secure when carrying velocity into a corner. All of this enables the new Guzzi to make quick work of both tight, twisty corners, and long, sweeping mountain roads.
The shaft drive transferred energy to the rear wheel with ease, producing little to no ‘shaft-jacking’ as I accelerated out of corners, or down an extended straight. And whereas the footpegs scraped in almost any off-camber nook, this was probably the results of simply how secure and confidence inspiring the chassis was. The air-cooled pushrod V-twin produced a considerable amount of low-end torque allowing me to lug the motor out of a corner once I missed a shift. Concurrently, when clicking by way of the gears as meant, the 80 horsepower proved more than satisfactory, typically reworking the Guzzi from a light journey traveler to a correct sport touring machine.
Turn in was sharp and lean angle substantial, a lot in order that I found myself scraping the footpeg on each side of the bike.
Ergonomics on the street have been upright and cozy. While the V85 TT is provided with six-gallons of gasoline, the tanks is constructed in order that it doesn’t intrude with an aggressive driving posture. Equally, the broad handlebar offered substantial leverage when leaning deep right into a nook, and in addition provided confidence and control when negotiating tight turns or parking tons. General, ergonomics for a mean sized rider like myself (5’9” and 170-lbs) have been unsurprisingly good.
Within the Filth
When the graceful, paved floor turned to rutted two-track, the Guzzi didn’t seem deterred. I will say that a more applicable set of off-road tires would possible be my first addition, nevertheless the offered Anakees handled every part that was thrown at them. Via unfastened, baby-head rocks the V85 TT was, again, secure and undeterred.
The off-road ergonomics and really feel of the V85 TT are comparable in some ways to how the bike handles on the pavement. A slender chassis permits you to squeeze the bike between your knees, providing an increase in management, and the opportunity to shift your weight from peg to peg. The six-gallon gasoline tank, once more, doesn’t interrupt with aggressive off-pavement driving. The bike is secure and straightforward to maneuver by means of technical terrain, thanks partially to a low middle of gravity. Finally, the TT felt mild and nimble by means of a lot of the terrain we encountered.
When driving extra aggressively, nevertheless, the suspension felt considerably inadequate. Stiff, positive, but I discovered the underside of each the front and rear suspension once I tagged a 12-inch deep washout at near 40 mph.
In Off-Street mode, the Guzzi’s throttle response was slightly mellowed, permitting for mild wheel spin and most traction. With the rear ABS deactivated, I might stroll the again finish by means of a nook, apply throttle, steer and exit with out the fear of overstepping myself. Traction control is your good friend, and while some may argue ABS isn’t, I found myself pleased to have it once I grabbed a handful of front brake coming too scorching into a flip. Normally, the entrance finish may tuck and that may be the top of my day, and certain my relationship with Moto Guzzi. As an alternative, although, the braking was modulated, the motorbike was slowed, and I safely entered and exited the nook. Oh, know-how!
Throughout the check experience day I found myself a bit bewildered at how properly the V85 TT handled. How secure the chassis felt, how properly it stopped, and how clean the gearbox was. This wasn’t the Moto Guzzi I had come to experience. The chugging, clunking, bouncy Italian bike I assumed we might be driving. As an alternative, I sat atop a contemporary iteration of a classically themed middle-weight journey motorbike, clad in a colorway pulled straight from the corporate’s long historical past, with a motor unmistakably Moto Guzzi. And I appreciated it so much.
The suspension could also be slightly inadequate for the type of off-road driving I’d do with a mid-sized journey bike. In case you are contemplating performance-oriented ADVs like the KTM 790 Journey or Tenere 700, you may need to look elsewhere. But if journey is in your agenda – with the occasional off-road tour – and also you’re smitten with one thing that appears a bit totally different, but supplies shaft-drive reliability and Italian V-twin sounds, then the V85 TT is an excellent choice. It sits in the midst of a rich and numerous showroom today, and, in true Guzzi style, stands out from the gang.
There might be two variations of the brand new Tutto Terreno out there in the US, the V85 TT and V85 TT Adventure. As talked about earlier, the latter of which can come outfitted with Michelin Anakee tires, and full exhausting luggage system (prime and aspect instances) as normal. The bike will probably be bought in america as a 2020 mannequin, obtainable starting in Might/June of 2019, priced at $12,990 for the V85 TT Journey, and $11,990 for the V85 TT, respectively.
Moto Guzzi V85 TT Specs
2nd 18/32 = 1: 1.778
3rd 21/28 = 1: 1.333
4th 24/26 = 1: 1.083
fifth 25/24 = 1: 0.960
sixth 27/24 = 1: 0.889
Gear We Used
• Helmet: Touratech Aventuro Carbon
• Jacket: REV’IT! Offtrack
• Pants: REV’IT! Neptune 2 GTX
• Boots: Sidi Adventure
• Gloves: REV’IT! Sand 3