Moto Guzzi V85 Strada 2026 — Specifications

If there’s one atypical and endearing trail bike on the market, it’s the Moto Guzzi V85. With a neo-retro style, measured power, and a proud, quirky character, it has found its audience and enjoys a good measure of success. Now that it’s gaining technology with its first major evolution, it also aims for a more road-focused approach with this Strada version.

This version desires nothing more than the comfort of asphalt and shows it. No pretense or biased accessories, as shown by its spoked aluminum rims and tires without knobs or tread. It’s clear: this trail bike has never imagined going on dirt, brambles, or patches of greenery. Consequently, it has also shed the engine guard and handguards but gained an additional half-front mudguard.

Guzzi’s idea is also to make this the entry-level version of the V85 family, by trimming equipment. Thus, the luggage rack and passenger handles are gone. Two colors are available, not very cheerful, but the manufacturer knows that the bike has other assets.

First, superior agility. The wheels of this V85 Strada are 4 kg lighter than the V 85 TT. All this non-suspended mass, combined with more road-oriented tires, will make the machine more responsive in driving phases and cornering sequences.

Next, a revitalized engine. Mandello has not chosen to make a few minor adjustments or increase the displacement to extend the existence and pleasantness of its 853 cm3 twin. The improvements are concentrated in the cylinder heads. With, brace yourselves, the implementation of variable valve timing!

The V 85 joins a rather small club of motorcycles using this technology. Not like BMW’s Shiftcam, where the ACT has two cam profiles - more like the system on the GSX-R 1000: on the camshaft, a centrifugal mechanism contains 6 metal balls. With rotation, the balls are driven towards the edges and then manipulate the camshaft from 6,500 rpm until it reaches a 7° lag at 7,000 rpm. Thanks to this, engine developers can play with cylinder filling and offer more torque in the low and mid-range, and still give the engine some punch at high RPM.

What do the numbers say? The laterally-mounted cylinder engine sends 80 horsepower (4 hp more) at 7,750 rpm. It has regained the power of its 2019 debut. The torque announces a less noticeable progress on its maximum value (8.5 mkg at 5,100 rpm) but 90% of its force is available from 3,500 rpm.

Thanks to this VVT distribution, the V85 will offer more pleasantness and consistency over a wider RPM range. Another notable fact related to this process is its use on this engine. Why? Because variable valve timing is usually used for engines of considerable caliber, such as BMW Boxer 1250 engines and models from the M family, the 121 ci from Harley, the old large V2 of the 1200/1260 Multistrada, the Kawa GTR 1400 block, the V-Tec of the latest VFR. With the exception that confirms the rule: the VVA of Yamaha MT-125 and R-125.

Thus, the Italian firm is singularly technologizing its burly bike, despite its strong echoes of the past with its air cooling, only 2 valves per cylinder, pushrods… we’re almost surprised not to see carburetors. But no! The V 85 are the only motorcycles in their segment equipped with variable valve timing and a shaft drive. That’s saying something.

If the retro look suits it well, it also tries to hide some modern features; sparingly but more densely in accessories. We’ve seen it with the engine, it’s confirmed with the onboard electronics. The Strada features three riding Modes (Road – Sport – Rain), as well as a cruise control system. Onboard comfort is ensured by a USB socket, an adjustable windscreen in 5 positions over a 7 cm range, and a larger TFT color screen than the previous generation; now 5 inches.

What more can be done concerning the chassis? Nothing, everything is fine, no need. Changing the wheels already does a new job; let the rest act. That is a steel tubular frame ensuring it holds everything together, while the Marzocchi inverted fork and the lateral monoshock handle the damping. Both elements are adjustable for preload and rebound. The braking work already being of high quality on the older V85, Guzzi entrusts them with the job again. The rider can therefore fully trust the 4-piston Brembo monoblock calipers, radially mounted around 320 mm discs. The rear is calmed with a 260 mm disc and two pistons. In terms of weight, at 226 kg, the V 85 Strada is in the average range, at the same level as an F 800 GS or an 800 V-Strom S.E.

Under the same woody looks, with its cartoonish raptor appearance, the mid-size trail bike from Mandello chooses to focus its interest on the road. The V85 Strada is the most “urban” and the least expensive of the family. Yet, it displays a slightly heavier price tag than the V 85 TT of yesterday?!? Normal, the entire family takes a thickness on the price. To discover it, it takes 12,500 euros. The V 85 TT phase 2 requires 1,000 euros more. And that will be another 1,000 increase to have the Travel.

* Standard on the TT and Travel, the inertial platform is optional on the Strada. It allows for angle sensitivity for traction control and ABS. Also present in the goodies are tire pressure monitoring, the MIA platform to pair the smartphone, tubular protections, Öhlins shocks, heated grips... 19 items in the catalog in total. A certain sense of sobriety at Guzzi.

M.B. - Photos manufacturer