Rennie Scaysbrook | May 6, 2024
A few weeks ago, I tested the brand-new Moto Guzzi Stelvio and came home raving about the experience.
Here was a name returned to the Guzzi fold in fine style, the Stelvio now more than just a bike for those wanting something different—it’s a genuinely good machine.
But what of the other “new” MG for 2024?
As you guessed, the Moto Guzzi V85 range isn’t entirely new for this year, but it is new enough that the Italians saw fit to have a launch just for the V85s.
Two bikes become three. (L-R) The Strada, V85 TT Travel and the V85 TT.
The V85, originally released as a 2019 model, has now spawned into three models for 2024—the sporty V85 Strada, the V85 TT and the V85 TT Travel.
If you chose the base V85 Strada, you can expect lighter cast aluminum wheels, a manually adjustable windscreen, USB socket, three riding modes (Sport, Road and Rain), Dunlop Trailmax rubber, very little provision for a passenger with no grab handles, a smaller windscreen and no skid plate. The V85 TT is the supermoto of the bunch, while the following two are different takes on the V85 adventure-touring mantra.
The Travel takes things up a few notches with a remote preload adjuster on the shock (front and rear rebound and preload adjustment is the same for all models in the lineup). The TT Adventure gains an extra riding mode in Off-Road, Cornering ABS, and Traction Control via the optional IMU, Michelin Anakee tires, aluminum skid plate, passenger grab handles, handguards, and an electronic screen.
The V85 TT looks lovely in its very Italian red-and-white color scheme.
Finally, the Travel gains the Moto Guzzi MIA electronics to Bluetooth your phone to the bike, and extra riding mode in Custom, panniers, heated grips and seat.
As you’d expect, weight tends to climb the higher up the spec and model sheet you climb. The V85 Strada tips the scales at 498 pounds with a full six gallons of go juice, 507 pounds for the TT and a hefty increase to 535 pounds for the Travel.
The bikes all share the new 853cc transversely mounted V-twin engine, now equipped with variable valve timing. MG is claiming 80 horsepower at 7750 rpm and 61 lb-ft of torque at 5100 rpm (which is almost identical to the old motor), all of which reach the rear wheel by the only shaft drive in the road/ADV mid-size category.
A claimed 90 percent of that torque is available at 3500 rpm, up about 10 percent over the 2023 model, but if you were expecting a quickshifter on the six-speed gearbox for any of the V85s you’d be left disappointed.
The V85 TT Travel can hold its own on the dirt, but it’s more of a long-distance touring machine than anything else.
New knock sensors have also been fitted to provide better spark advance control and help the motor slide through ever-tightening Euro5+ emissions regulations. And help the motor produce acceptable performance when using crappy quality fuels.
Regarding the chassis, there’s not a lot to separate the three bikes. Each bike runs a seat height of 32.6 in. and 41mm conventionally adjusted forks that have rebound and preload adjustment (the same for the side-mounted shock, although only the Travel and Adventure get the remote preload adjuster as standard. It’s an option on the V85 Strada).
The brakes are dual Brembo monoblock four-piston units up front that clamp 320mm discs and a two-piston caliper out back, biting a 260mm disc. You get cast alloy wheels on the Strada and tubeless spoked aluminum units on the TT Travel.
The Strada is a dynamic little steed, far more nimble than its heavily-laden brothers.
From The Hot Seats
2024 Moto Guzzi V85 Range Review
As much as I’d like to tell you each of the three V85 models offers a markedly different ride experience, I can’t. What they do share, however, is more similarities than differences.
The 853cc engine is undeniably delightful to experience, but it’s not exactly small in terms of physical presence. Those rather bulbous cylinders sticking out either side of the frame mean you can only be on one brand, yet those familiar with the trademark side-to-side rock of a Guzzi transverse V-twin might be a tad underwhelmed purely due to how much more refined the motor is.
While that distinctive character is there, it has been smoothed out quite comprehensively, giving you smooth access to the abundant low-end torque that is more geared towards leisurely riding and doesn’t like to be rushed into the higher revs. There’s adequate performance when you get there, but it feels hurried, a bit vibey, and doesn’t make the rider feel the bike is happy being there.
Side-mounted shock with preload knob is standard fitment for the V85 TT and V85 TT Travel but it is an accessory on the Strada.
Once I hooked fifth gear, I was pleasantly surprised by how the engine effortlessly pulled from low revs (around 1500 rpm). It’s between 3000 and 6000 rpm where the engine truly excels. Here, you can cruise sedately for miles, enjoying the seamless transfer of power from gearbox to driveshaft in a laid-back, quintessentially Italian manner.
If you’re after a sharper, sportier ride and want to keep the eagle on the side of the tank, you’ll need the water-cooled Stelvio, but if you prefer to recline and enjoy a bit of Mondello Del Lario flair, the V85 Strada is the ticket.
The biggest difference is in comfort and handling, and much of that is down to weight. Compared to the 2023-and-before V85s, the seat angle has been slightly altered, with the rider sitting a touch further back. This also gives those riders with longer legs a bit more breathing space. Hopefully, touching your knees on the backs of the cylinder heads will be a thing of the past.
My first outing was on the V85 Strada, and at 498 pounds it could hardly be considered a mid-size. Yet, the Strada has an agility that will surprise even the fussiest of Guzzatisti.
No weight on the back in terms of travel necessities, especially when compared to the fully loaded V85 TT Travel, allows the V85 Strada to flick its way through mountain passes superbly quickly and with more style than something like a F 900 GS. Each machine runs the same 6.7 inches of wheel travel regardless of its designation, and the ride on the Strada is comfortable enough despite the screen being a little shorter and with three levels instead of five.
Switching over to the V85 TT, this is where I spent the majority of my time, and where I played around the most with the electronics. Sport mode in the ECU is almost too direct in its torque application. Road mode is where the best performance is housed, one where you get nearly all the torque but without abruptly dumping the performance to the tire.
One of the most unmistakable faces in motorcycling today.
A slight play around with the Engine Brake (MGFM) map between maximum and standard intervention had me firmly on the side of the standard map. The maximum engine braking map is too much for the V85 TT and begins to unload the back a little under heavy braking at higher rpm. Again, it’s best to just cruise and give yourself a bit of freewheeling into the corners for the smoothest ride.
Despite there being no full suspension adjustment, the ride quality on the V85 TT is exceptionally good, with braking performance from the Brembo four-piston calipers remaining hard to criticize.
Cornering ABS on the TT and TT Travel via the standard fitment six-axis IMU instills a good level of confidence. And although the V85 Strada offers basic cruise control, the option to add Cornering ABS as an accessory allows you to up the safety margin a little if you want.
Unlike the star of the 2024 Moto Guzzi show in the Stelvio, none of the three V85 models feature a radar system, so that means you get no radar-adaptive cruise control or blind-spot detection. However, basic cruise control functions adequately enough and there are more than enough voices on riding forums that I’ve heard where they all crow that radar-adaptive cruise control is for the devil (I guess they haven’t tried it), although I wouldn’t be surprised to see radar integration in future V85 models, especially the top-line V85 TT Travel.
The Strada looks great without the luggage and performs admirably.
One of the lovely, intangible things about the Moto Guzzi brand is you probably don’t need me to tell you that you want one. You already know if you do. Moto Guzzi is not a brand you need convincing to buy because they are so different and quirky. BMW owners used to be like that with their airhead flat twins, but those things have gotten so good of late that they’ve lost a little strangeness, a little of what made them special.
I know the trio of V85s won’t be everyone’s cup of limoncello. They’re too left field for that. But they are really good bikes that inspire brand loyalty almost on the level of their four-wheel neighbors to the south dressed in red.
And although the V85s, expanded from two to three models for 2024, have upped their game in terms of refinement, they still retain that Moto Guzzi persona that makes the brand so alluring in the first place.CN
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2024 Moto Guzzi V85 Strada/ V85 TT/V85 TT Travel Specifications
| MSRP |
$12,290/$12,690/$14,190 |
| Engine |
Transverse 90° V-twin |
| Valvetrain |
2 valves per cylinder |
| Displacement |
853cc |
| Bore x stroke |
84 x 77mm |
| Fuel injection |
Electronic fuel injection system |
| Max Power |
76 hp at 7500 rpm |
| Max Torque |
60.4 ft-lb at 5000 rpm |
| Exhaust |
2-1 |
| Transmission |
6-speed |
| Clutch |
Wet, multi-plate, slip and assist |
| Electronics |
Riding Modes, optional Cornering ABS, Traction Control as standard |
| Chassis |
Steel trellis |
| Front suspension |
Inverted 41mm fork, rebound damping and preload adjustable |
| Rear suspension |
Single rear shock, rebound damping and preload adjustable |
| Front brake |
Twin disc brake, diameter 320mm, four-piston monobloc caliper |
| Rear brake |
Single disc brake, diameter 260mm, twin-piston floating caliper |
| Front tire |
110/80R19 in. |
| Rear tire |
150/70R19 in. |
| Seat height |
32.6 in. |
| Fuel capacity |
6.0 gal. |
| Weight (claimed, wet) |
498 lbs / 507 lbs / 535 lbs |
