MOTO GUZZI ’ S V85 TT
In this befuddling connected digital world we have created for ourselves, Guzzi’s new V85 TT is refreshingly (but not totally) ‘analogue’. The kind of bike to just hop on, not prepare for…
WHEN GUZZI REVEALED their V85 TT concept its Tonka styling and retro cool generated lots of positivity. Here was the perfect vehicle to exploit Guzzi’s traditional V-twin engine and shaft drive architecture, and to match the romance of the Moto Guzzi brand with the 21st century’s motorcycle fashions.
That initial interest remained undiminished on the arrival of the production bikes earlier this year. The V85 has become – by Guzzi’s standards – a global success.
Looks apart the V85 was also a rejection of the huge adventure bike in favour of something simpler, smaller and more modest. And the fact that lots of V85 buyers are new to Guzzi ownership and so prepared to take a risk rather than sticking with more popular marques suggests Guzzi have successfully created a viable alternative to established mid-capacity adventure bikes.
So that’s the initial hoo-ha dealt with. But what about living with a V85. 4000 miles in the UK, over Alpine passes and on French autoroutes reveals all…
Engine and transmission
The engine in the V85 is, according to Guzzi, all-new, but it sticks with their established format; a 90° V-twin that’s air-cooled and has only two, push rod operated, valves per cylinder. Proof that you don’t need liquid cooling and multiple valves to meet the latest emissions targets. The crankshaft spins along the bike’s longitudinal axis, leading to some torque reaction, and there’s a car type clutch, a six-speed gearbox and shaft drive.
But you need to manage expectations. It’s an 853cc engine with two valves per cylinder. Guzzi claim 80bhp at 7750rpm (our dyno said 67.5) with peak torque at 6500rpm. You can make decent progress up to 100mph, but only in the right gear. Opening the throttle for a 70mph overtake without changing down results in a different engine note and not much else. If you got on a Guzzi after something with serious power, you might miss it. Or not. ‘I’m not bothered,’ says Bike’s road test supremo Mike Armitage. ‘The speed where the V85 feels natural and “together” is 70-80mph, which is good for your licence and your nerves. And there is something about the Guzzi’s power delivery and handling that lets it cover ground extremely swiftly. My regular journey times are the same as on more powerful bikes, but I arrive calmer, in a better mood and having used less fuel.’
A 90° V-twin is inherently well balanced but there is some secondary vibration to contend with. You know the engine is working, but it’s not intrusive.
The gearbox action will be a revelation to anyone who hasn’t ridden a Guzzi for a few years. The lever has a short throw, action is good but it’s hard to find neutral until the gearbox oil is warm. The clutch has quite an abrupt engagement and smells when you use it cackhandedly. Riding smoothly is part of the Guzzi appeal; if you hear a clunk when you change gear, you do it better next time.
Handling and ride
The inherent quality of the ride suggests the suspension has been given a lot of attention by the development team. How good? Very, very good. ‘It’s composed and controlled, yet plush and absorbent, entirely predictable and totally stable,’ observes Mike. There’s more: ‘this is the best suspension set-up of any road bike I’ve ridden in recent years – and that includes all your semi-active nonsense.’
Steering is neutral and low effort, but the bike remains stable mid-corner. ‘It’s a superb bend swinger,’ reckons Mike. ‘Thrumming around in the mid-range, giving the chassis halfarsed instructions the V85 rolls across the landscape with smooth, flowing, rewarding ease.’
I have slight misgivings about the Michelin Anakee adventure tyres (19in front, 17 rear), in the wet. But that’s more about confidence and feel. Guzzi fit bikes that come in plain colours with Metzeler Tourance which are nicer on tarmac. If you don’t intend to go off-road (and we wouldn’t recommend it) and are prepared to sacrifice the chunky looks, that’d be the way to go. Conventional spoked wheels mean tyres have to run with inner tubes and the implicit safety disadvantage compared with tubeless tyres. If I’m riding solo, it doesn’t bother me, but I’d have nagging reservations if I were planning a speedy and well-loaded, two-up run across Europe. Whenever an all-new adventure bike such as the V85 appears, you always hope it’ll have unlocked BMW’S secrets. You know, that low speed poise of the big GS, where the balance of clutch action, steering geometry and gyroscopic balance have had 30 years to gestate. The Guzzi is 20kg lighter than The German Bike, and it’s got a lower seat height. Garage manoeuvres and tight U-turns are easy, but it still hasn’t got that instant low-speed confidence you get with a BMW.
‘The best suspension set-up of any road bike… and that includes all your semi-active nonsense’
Brakes are good too. ‘Front brakes don’t have the initial grab of flashier machinery, but the action is progressive and there’s plenty of power with a good squeeze,’ says Mike. ‘And I love the lever position and feel of the rear brake – excellent for control on a slick roundabout.’
Electronics
Compared with some bikes the Guzzi’s electronic aids are pleasingly modest. There are three modes: road; rain; off-road – you can switch between them, on the move, by pressing the starter button. Using Rain mode markedly improves low speed throttle response. Off-road kills the ABS on the rear wheel. The button marked ‘modes’ on the right hand switch cluster actually controls the display info. I really like this quirk, it seems typically old school Moto Guzzi.
The cruise control is excellent. Easy to use (at least once you’ve stopped stabbing at the horn and indicator buttons with your thumb) with great +/- controllability. On the autoroute you can ride for miles with your right hand off the bar, and your left thumb adjusting the speed for traffic conditions.
Practicality
With a restrained right hand it’d be possible to get 300 miles from the Guzzi’s 23-litre (five-gallon) fuel tank. In normal use it’ll deliver mid 50s mpg and the fuel light comes on at around 170 miles, but when tested it went for almost 100 miles before spluttering to a halt. Sustained 90mph cruising sees the economy plummet though.
That scaffolding style rack, surely a compelling part of the bike’s visual appeal, allows you to bungee almost anything in place. From budgie cages to barbecues.
But maybe the single biggest attraction in terms of practicality is the bike’s scale. An 830mm standard seat height is among the lowest in the adventure bike class. Combine this with low engine centre of gravity and the Guzzi is a relaxed low speed ride that’s easy to car park manoeuvre, and easy for pillions to get aboard. You end up using it for trivial local errands where you’d probably leave a GS in the garage and take a bicycle.
Controls and comfort
A 1700-mile long weekend dash to Italy and back (Bike, December) is a decent test of comfort, and on this brisk run down to the Guzzi factory the V85 impressed. Sure, you start to fidget in the seat after an hour and a half. That said, at the end of a day that took us from Calais to southern Switzerland, I was ache free though the accessory screen offers better wind protection than the standard
‘My regular journey times are the same as on more powerful bikes, but I arrive calmer, in a better mood and having used less fuel’
item. The cylinders and bulges in the fuel tank provide useful protection for the knees too.
Six foot something Mike’s in agreement; ‘comfortable and spacious riding position, good mirrors, classy feeling controls and switches. The blue and white display isn’t the best, but it’s not a deal breaker.’ Complaints? ‘The headlight reflects back on the screen which is distracting, and unlike a BMW or Ducati the headlight doesn’t automatically switch from daytime to main beam when it gets dark – on murky autumn mornings I’ve set off with just the DRL on and wondered why I can’t see anything.’ Additionally, the headlight’s cut-off on dipped beam is abrupt, restricting night visibility and my old eyes struggled to read anything on the dash except for the speed and gear indicators. After a couple of day rides on the back seat, pillion comfort got the Mrs W. seal of approval, though the rear pegs are quite widely spaced to clear the exhaust on the left side of the bike which also kicks out a lot of heat onto the passenger’s leg.
My single biggest irritant? The recessed ignition/steering lock that is awkward to use with thick gloves, and a total pain if you’ve got more than one key on the fob. It sounds trivial, but it gets you swearing before you’ve even got the bike started.
Quality and finish
The V85 uses decent quality components and the paint finish looks good after minimal attention, though we haven’t used it in winter. A cursory jet wash cleaned it up after our Italian journey that included a day in heavy rain. There is evidence of corrosion around the alternator cover where Guzzi’s eagle emblem sits in the firing line of crud from the front wheel. And of course there’s no chain, so the rear wheel doesn’t get covered in slime. The seat cover is nice but prone to scuffing from boots.