RETRO RUMBLE
● V85 TT v Scrambler 1200 XC
Is it time to stop calling them ‘retros’? I think it might be. The term fitted 30 years ago when Kawasaki fed us Zephyrs with ancient engines, and the period feel of the reborn Triumph Bonneville in late 2001 guaranteed the tag. We’ve moved on, mind. Moto Guzzi may call their V85 TT a ‘classic travel enduro’ and the Scrambler 1200 XC is described as ‘a major step forward for Triumph’s incredible custom classic’, but don’t be sucked in. With polished dynamics, refinement and full-on electronics, simply branding these two as retros is selling them short. They’re thoroughly modern adventure bikes.
You forget about cooling fins and Bonnie tanks as soon as you crane a limb over the Scrambler. The colour TFT dash overflows with data, can supply navigation info by talking to an app on your phone, and has the function to control a GoPro camera. It has traction control, riding modes, USB charging, illuminated switches, heated grips and cruise, plus an LED daytime running light. Modernity isn’t limited to electronics either: not many bikes ‘back in the day’ boasted fully-adjustable Showa forks and Öhlins shocks, nor a handy 10,000-mile service interval.
It rides with contemporary panache, too. A light twistgrip and seamless fuelling deliver instant response from the Scrambler’s sizeable twin. It swings through turns easily yet with sucked-down stability, its ride firm enough for surprising handling without being crashy or uncomfortable. The chassis deals with dishevelled B-roads as readily as it floats down open dual carriageways. “The way the Triumph rides is very different to what you expect from its looks,” says tester Bruce Dunn. “For a bike like this the roadholding is exceptional.” He’s less blown away by the motor and electronics. “When I try to really push on the Scrambler’s electronics get flustered, and the engine’s a little disappointing. It’s got more torque than the Guzzi – it’s almost 350cc bigger – but doesn’t perform in the way I’d expect of a 1200. Given how the windblast limits your speed, Triumph’s cheaper 800cc Street Scrambler surely does the same job.” Ah yes, the windblast. Having to support yourself in the breeze goes with the territory on any naked, but the Triumph’s bolt-upright position and broad bars cap pace on open roads. This bike has an accessory flyscreen (a salty £76, plus a £14 fitting kit) but it does two-tenths of bugger-all; holding the Scrambler at 75mph on a blustery motorway is a better workout than any gym class. Thankfully the way the Triumph performs on flicking, flacking B-roads and knotted back lanes makes up for strained muscles. It charms in sub-60mph bendswinging. Though 89bhp isn’t a lot from 1200cc the low-stressed twin has touchy-feely torque spread thickly across its rev range, and with peak thrust at just 3950rpm and short gearing it makes brisk
‘You can’t help soaking in the Triumph’s details’
‘The Guzzi rotates effortlessly like a go-in-anydirection Dyson’
pace super-easy. Roll-on and go, regardless of gear. We expected more grab from the posh-looking brakes, but the sure-footed chassis and commanding stance allow damp patches to be ignored, and bumps are mostly flattened. The 1200 feels unflappable.
Moto Guzzi’s V85 TT is equally imperturbable, but handles in a strikingly different way. Where the Scrambler has weighty predictability, the V85 rolls into corners with staggering ease. It’s not what you’d call quick-steering; instead, it rotates effortlessly between your ankles as if you’re straddling one of those Dyson vacuum cleaners with the go-inany-direction ball. Pleasingly plush suspension, too. Outright handling might not be better than the Triumph, but the way the Guzzi’s forks and offset shock combine control and bump absorption is classy. Ride quality is superb. Other features of the Italian bike also require acclimatisation after
‘The Triumph Scrambler 1200 feels unflappable’
the Brit. Though still upright and adventure-like, the V85’s tapered pulled-back handlebar and flaredout tank give a distinctive feel. Switchgear design is unique and it operates in an alternative way, and though still riddled with toys and gizmos and widgets the Guzzi has a more reserved air – the tech is nowhere near as in-yer-face as on the Triumph. None of this is better or worse, just different.
The 853cc pushrod V-twin has two valves per cylinder and thrums out 80bhp. Though the Guzzi makes over 25% more bhp-per-cc than the Triumph, its smaller capacity means a 37% torque deficit – and as it weighs almost exactly the same, the
V85 loses out in crack-the-gas stomp and high-gear flexibility. Doesn’t matter most of the time, though. On real roads the V-twin has clean fuelling, great economy (a single throttle body supplies siamesed inlets) and an engaging sense of combustion, rather than what you’d call vibes – and it doesn’t ever feel like it can’t keep up with the Scrambler. Sure, you’re sometimes using more throttle, but I like getting the twistgrip to the stop occasionally. Partly for the addictive airbox honk, partly because it makes me feel like I’m using all the twin’s performance. There aren’t many big bikes you can say that about. And the V85 is better at maintaining speed over a variety of roads. Yes, the Triumph has the punch but the Italian’s flowing handling, plusher suspension and decent screen make lighter work of nadgery lanes, fast bumpy routes and open multi-lane expanses. More comfortable too, and not just because of wind protection (this bike’s large accessory part is £175): the seat feels sparsely padded but is still bum-friendly at 200 miles. It also does almost 10mpg more and, with that useful 23-litre tank, shrugs off a lap of the MCN250 with over 60 miles in hand.
“I’m not a Guzzi fan, but the V85 is easily the best bike they’ve ever made,” reckons Bruce. “The Triumph’s got the grunt and the noise – but as an all-round motorcycle the Guzzi is the handsdown winner.”