Moto Guzzi V85 TT 2026 — Specifications

For over 15 years, the spotlight has been on large-GT trail bikes. Travelers, overpowered, technologically ultra-equipped, they have become the stars of the motorcycle world. And as in show business, they radiate opulence… with a more or less marked distortion from the realities of the average rider.

And then there’s the V85 TT from Guzzi. A relatively modest-powered trail bike, classified among mid-size models, with a confusing and charming appearance. Neither a fighter jet, nor a conqueror of the extreme, let alone a motorcycle acting like Deadpool, it nevertheless performs an excellent run: it’s the model that sells the most for the manufacturer, representing more than 1/3 of its sales. Moreover, it accumulates compliments from both the media and users.

Briefly, a successful machine; which only asks to progress in the present and serious evolution. Especially for a superior riding feel. This is mainly where the engine comes into play. But before delving into the heart of the subject, let’s see how the V85 TT approaches its new episode.

With extravagance and discretion. Antinomical, isn’t it!?! Since its beginnings, the V85 has offered discreet colors or striking decorations. This time, it’s only striking paint schemes, worthy of sports bikes. But beneath the skin, the design is more timid. The lines of the Guzzi have hardly changed. Still that globular double gaze, its neo-retro shapes, that reservoir with bulging cheeks and that line more chiseled than shaped. A keen eye is needed to discover new headlight fairings and the aluminum die-cast luggage rack / passenger handle assembly. The panels under the seat are slightly different, as are the engine guard recesses.

Attention can now be directed to the valve covers, restyled, accompanying the desire for new lightness. Everything happens at the center of the V. Moto-Guzzi gives the twin the benefit of variable distribution – a bold choice for an engine with vintage values (air-cooled, pushrod, 2 valves per cylinder) but a paying one. This will bring more consistency in the low and mid-range while retaining power for the top of the rev range. Specifically, how does it work? At the end of the camshaft, a mechanism contains 6 balls embedded in inclined tracks. As the RPM increases, centrifugal force will push the balls towards the edge of the grooves and shift the shaft from 6,500 rpm to vary it by 7°.

On paper, the torque has only increased by 1 Nm, with a maximum of 83 Nm / 8.5 mkg obtained at 5,100 rpm. Except that this torque would be much more present from 3,000 rpm. As before, 90% of its value will already be available fairly early, from 3,500 rpm (3,750 on the previous V85 model). A welcome force for the most usual revs. Higher up, the V 85 TT will let its power gain express itself, increasing to 80 horsepower at 7,750 rpm – 4 horsepower more; and incidentally the same value as the first V85. In addition to making its engine more elastic, Mandello has also introduced knock sensors to better synchronize ignition and a third lambda probe to do without Euro5+.

In parallel with this evolution of the V85, Guzzi releases a Strada derivative, more urban and road-oriented. Consequently, the TT is oriented towards a more marked comfort definition. The handguards have grown, and the windscreen has gained in height while letting the edges be pushed out. Air pressure would decrease by 37%. More ease is also planned for the dashboard interface, with a larger color TFT screen, measuring 5 inches, and new switches. The appearance of a knob on the rear shock absorber to more easily adjust preload will also be appreciated.

Since its beginnings, the V85 TT has been reasonably equipped with electronics, far from the interstellar kit of large SUVs. In addition to the TFT screen, this trail bike includes traction control, 4 Riding Modes (Road, Sport, Rain, Off-Road), cruise control, ABS, a USB port - and the MIA multimedia platform (to connect the smartphone) as an option. If the new version has lost the customizable Riding Mode, it has instead gained a 6-axis inertial unit. This allows sensitivity to the angle for ABS and traction control. Does this 80-horsepower trail bike need advanced management of its traction and braking…? It’s up to each person to appreciate.

What everyone will praise, however, are the brakes, the real brakes; those made of metal and that bite. The V 85 has carried the same Brembo components since the beginning of its history. Radial monoblock calipers with 4 pistons, acting on large 320 mm discs. Their effectiveness is proven, pleasant, allowing for first-class braking performance. For the rear, it will be 260 mm of disc and a 2-piston caliper.

The V85 TT also maintains the status quo for its chassis. Did anyone have anything to reproach it for? Not many, except those who wanted to venture into large off-road terrain. But the V85 TT has never wanted to go that far. Its 170 mm of suspension travel, 19 and 17 inch spoke wheels, mixed tires and a weight of 230 kg are suitable for small getaways but without exaggeration. For other uses, the Guzzi has always been a real pleasure; this evolution could do nothing but confirm it.

This is a perfect continuity for the V85 TT: an unchanged design, small improvements for comfort, an engine enriched with technology and more sensitive riding aids. Everything that is pleasing about it is preserved, and that is the essence of it. However, its price has taken a hit. This naturally leaves room for the Strada version, intended for those who do not care about roads and are ready to renounce a series of conveniences. Conversely, the Travel model takes on the airs of a GT.

M.B. - Photos constructeur