Guzzi V85 TT: soul survivor…

no expectations…

It’s fair to say that reviews of Guzzi’s V85 TT, both those from the 2019 launch and subsequent longer term tests, have been conflicted.  It’s as though people really, really wanted to like the bike while struggling to get past various issues. Which were by no means common ground: there wasn’t one thing everybody hated, and the things which some people found wanting weren’t even mentioned by other reviewers. In other words, an old fashioned mixed response. Of course, you could argue that all adventure bikes are conflicted by default, courtesy of their ambivalent application status: we all know that the bigger ones are sports tourers in drag, because for most people –  let’s get real here – the prospect of sliding around a muddy field on say a £15K, 270 kilo GS Adventure is not an enticing prospect. If you can’t pick it up on your own when you stray into Deliverance territory, forget it.  But the V85 TT is interesting because it’s unique in many respects, not least those looks. And the fact that it’s name pays (subconscious?) tribute to a classic Italian movie…

hot stuff…

Most adventure bikes are visually bland and utilitarian, but the TT isn’t hiding its light under a bushel any time soon short of a respray, courtesy of its 80s enduro style shine. Of course, no one ever took any 80s Guzzi within a 100 metres of desert sand, gravel or a rutted cart track – questionable authenticity maybe one reason some people can’t get past its appearance.  Even those who wouldn’t know an adventure bike from Battlestar Galactica are divided on the aesthetics, but that division is contingent on an important point. Which is that this is a big design statement, combining the retro with futuristic touches, and big design statements are in desperately short supply in the new bike market. Guzzi also do a straight, plain grey version of the bike, which  relegates the bike’s look to rest of the pack status: never under estimate just how important styling really is.

start me up…

The one thing everyone who has ridden the bike does agree upon is the ‘character’ of the motor. The C word crops up again and again when anyone discusses the V.85. For a start, it’s a two valve, pushrod airhead, and the transverse 90 degree V2 has not had been sanitised in the way liquid cooled boxer motors have: you can feel the torque reaction wanting to rotate the bike around its (reworked) crank. It’s like a mechanical refresh every time you climb aboard. So 80 bhp isn’t going to threaten the Bavarian, Italian or Austrian competition, but hang in there. This is still a machine capable of 120 mph, and on our overcrowded, surveillance hungry highways you really don’t need that much more, particularly when the lump beneath feels and sounds so right.  The old school characteristics are complemented by some very contemporary head work under that unmistakable configuration. Light weight titanium intake valves and revised cam timing are not the only things which differentiate this motor from its V9 donor: the crank, aluminium pushrods, pistons and pins, rolller tappets in this incarnation all reduce internal weight and associated friction. The oil circuit has been re-designed, and the throttle body widened. The exhaust is lighter and more efficient, and Euro 5 compliance notwithstanding, the sound track is spot on.

This combination (selective hi-tec within a traditional Guzzi motor) means the retention of a classic vibe (proper mid range shunt, analogue feel) with a pleasant crispness, which encourages you to really utilise the gearbox: the bike is not a one cog torque monster. And that is a mixed blessing…

let it loose…

I took the V85TT Sahara for a day around a variety of roads and surfaces, and despite the fact that the clutch has been strengthened compared to its V9 donor manifestation, gear changes were still a source of intermittent irritation. BMW and Guzzi boxes of old always had an agricultural thing going on down there, and like Ducatis of yore Guzzis really gave your left hand a serious work out into the bargain.  While the V85’s clutch action was  smooth, the gearbox was on the recalcitrant side and even a little pre change pressure on the lever didn’t guarantee seamless transitions. As with BMW twins (including new ones), this could be down to the the individual bike: a buyer will either get lucky on this front or have to learn to live with it. Fortunately there are plenty of plus points to help convince the latter group to stick with the TT.

First among these is the handling, which absolutely complements the motor: the bike is a classic bend swinger, happiest on medium speed corners where you can drive right through the curve. It’s a sweetly balanced package which engenders confidence, Michelin Anakee Adventures notwithstanding (19 in. front, 17 rear; the single tone Grey bike has Metzeler Tourances). If you start chucking it around a bit the pegs deck out, but the Guzzi’s default rider mode prioritises decent progress over a more focussed approach. Based on reviews, I was expecting ultra strong anchorage from the radial 4 pot Brembos in situ, but I found them to be pretty neutral and requiring a lot more lever action to stop from a given speed than similarly equipped machines – but that’s not necessarily bad thing. You can trail the front brake into a corner without fear of reprise. ABS and Traction Control levels are managed via mode selection: Road, Rain and Off Road, and moderated accordingly. Off Road disables rear ABS, which along with TC can be completely turned off. 

country honk…

KYB suspenders fore and aft with conventional adjustment via preload and rebound felt absolutely fine on the road and a short stretch of farm track: there’s 170mm of travel available which should be adequate for light off road stuff (but remember the optional crash bars). Some people have experienced excessive dive under braking (and any bike with even a modicum of off piste ambition is liable to plunge a bit), but I never felt the need to adjust the compression damping, and not just because there’s no option to do so…  Ergonomics were generally good, but if you ride on your toes the rear hangers force you to go wider on the pegs, and  even standing you may find you have to adjust your preferred stance to compensate.

That and the gearbox apart, the only other irritation was the small TFC central display. Trying to read it properly meant eyes were off the road for fractions too long, so I ended up ignoring it on the move. The screen angle can be adjusted, but some will prefer to plump for the optional taller variety. There are various luggage options, and both big screen and luggage come as standard with the TT Travel model which has come out of the closet as beige. The entire range is distinguished by an entertaining arse end, courtesy of the ‘afterburner’ tail lights. An illuminated Guzzi crest (top pic) fronts the highly competent LED headlamps.

live with me…

Like I said up top, this one split opinion pretty comprehensively, often within the space of a single review. Ride it, and you will get why: a decent test ride is absolutely essential. You have to start with the looks, and Guzzi score full marks for actually rewriting the adventure bike styling manual. The beautifully balanced ride and – here it comes again – uniquely characterful motor are a match made not far from easy rider heaven. The overall piloting experience renders the relative lack of power and low key electronics meaningless. The small screen and peg related queries are relatively minor issues, but the gearbox has the potential to alienate when it comes to getting out the wallet: you’re looking at around £11k to get onto the Sahara or Kalahari and 10ish for the grey. You can reel off a longish list of possible competitors: the Africa Twins, the BMW F850GS, the odd Tiger, the KTM 790, the 950 Multistrada…. even the Desert Sled (V2 air cooled, same power as the TT, similar aesthetic start point). The latter shouldn’t be underestimated on or off road and is surprisingly capable of relatively comfortable high mileage. 

However, the TT’s unique persona leaves you scratching your head when thinking of a direct competitor. None of the above have the convenience of shaft drive, and at 208 kg (dry) the Guzzi is lighter (and cheaper) than some of them. Issues apart, the bike’s main problem is that while it’s down the batting order off road, the addictive vibe may not compensate for the lack of outright performance on tarmac. But if those looks appeal and you’re into relaxed road riding, you may well decide that your search ends here. Me? The more I rode it, the more I was seduced by it’s idiosyncratic charm. 

 

all down the line…   

thanks to Mike and Jerry at MotoCorsa who lent it to me (and have the most experienced Guzzi workshop in the country); Jagger / Richards (there were so many I could have used); and of course Frederico Fellini. Ciao.