2024 Moto Guzzi V85 Lineup Review: Strada, TT, and TT Travel

May 10, 2024

How do you weigh authenticity? In these conversations, words like tradition often emerge from the mist as the preeminent yardstick. And if that’s how we’ll measure Moto Guzzi, then the historic Italian firm certainly meets that standard, pointing to its over-a-century-old Mandello de Lario-based factory, where every Goose has flapped the roost. Of course, the brand’s dedication to air-cooled 90-degree V-twins dates to when go-go boots and peace symbols embellished youth, too. Tradition risks repetition, yet Guzzi’s sturdy roots have proven to branch out, which is the case with offerings such as the 2024 Moto Guzzi V85 lineup.

In 2020, the V85 shook the middleweight status quo with a unique approach—different by not being different. In a category dominated by parallel-twin-powered, chain-driven motorcycles, the V85 employs the marque’s hallmark powertrain configuration—an air/oil-cooled 90-degree V-twin engine mated to a shaft drive, giving it two important class distinctions in one fell swoop.

Originally marketed as a “classic travel enduro,” Guzzi’s vintage-veneered ADV carved out a touring-focused niche, standing in juxtaposition to a class often championing designs that appear as technical as the bikes themselves—lest we forget the middleweight segment’s recent off-road push. That has left room for this rare bird to land in garages for its looks as much as what it actually does, and that’s about as on-brand as Moto Guzzi gets.

For the 2024 model year, the Moto Guzzi V85 lineup flexes several technical updates, beginning with the revised Euro 5+ compliant 853cc Small Block engine, boasting modern niceties such as variable valve timing (VVT). An all-new five-inch TFT display has unleashed a more advanced rider aid suite. Lastly, revised ergonomics and aesthetics tag-team improved aerodynamics with a handful of small changes that paid off in the wind tunnel.

Visually, the 2024 are striking similar to their predecessors, reaching for what the brand cites as a more contemporary appearance. If you’re looking for the giveaway, peep the aluminum headlight brackets and the grab rails that have replaced the previous tubular steel units.

The 2024 Moto Guzzi V85 Lineup Grows: Meet the V85 Trio

Above all else, Moto Guzzi’s middleweight ADV family has gained a new member with the street-aligned V85 Strada, which boasts weight-saving cast-aluminum wheels. Saddling up alongside the Strada are two returning models—the original ADV-aimed V85 TT and tour-specced V85 TT Travel, with both still wielding wire-spoke wheels.

As these three machines share an engine, chassis, suspension figures, 19-/17-inch wheel sizes, and a six-gallon fuel tank, it’s best to approach them as variations on a theme. The differences are perceptible—akin to how we top pizzas.

The V85 Strada comes in with the lowest MSRP— $12,290. The electronics are simplified with three preset ride modes (Sport, Road, and Rain) and its basic rider aid package (ABS/traction control); they can be upgraded with an optional IMU. Cruise control and a USB charging port are standard. Ditching the grab rails, luggage rack, and skid plate, plus opting for alloy wheels laced with street-aimed Dunlop Trailmax Meridian rubber, nets the 2024 Moto Guzzi V85 Strada the lightest 498-pound curb weight among the flock, aside from the sportiest handling qualities.

Meanwhile, the latest iteration of the original V85 TT uses the Strada as a jumping-off point. The TT gains an Off-Road riding mode, which disables rear-wheel ABS, though ABS can be defeated entirely from the dash on the TT and Travel. The TT enjoys cornering ABS and TC via a standard IMU. Positioned as a more traditional ADV, the TT gets tubeless wire-spoke wheels mounted with Michelin Anakee Adventure rubber, bolts-on grab rails, and a skid plate. In addition, the shock benefits from a remote spring preload adjuster. Naturally, the TT’s standing within the lineup commands an MSRP jump to $12,690, and the 2024 Moto Guzzi V85 TT’s curb weight is smack in the middle of the V85 lineup at 507 pounds.

Then there is the full-regalia V85 TT Travel, which runs with all the standard TT features while gathering up nearly everything else it can find in the menu accessory catalog. The Travel lives up to its name with a touring windscreen flanked by model-specific wind deflectors and easily removable panniers (37 and 27.5 liters). Creature comforts are taken further with heated grips and a rider seat. While the TT Travel uses wire-spoke hoops, it shod with the Strada’s streetwise Dunlop rubber, heavily hinting at its road-going touring mindset. Lastly, it has Moto Guzzi MIA software to facilitate Bluetooth connectivity and the Custom riding mode, which is optional on the TT and Strada. The TT Travel gets the most stuff, which is why it tips the scales at 535 pounds, though the $14,190 price tag isn’t quite as dense.

So, let’s translate that into pizza terminology: We’ve got a comparatively light Margherita (Strada), a classic pepperoni (TT), and a no-holds-barred supreme (Travel), capisce? We’re still talkin’ pipin’ hot ’za, so let’s move on.

Moto Guzzi’s Small Block Gets Big Upgrades

When the V100 Mandello hit the scene, the brand revealed its wholly modern, first-ever liquid-cooled V-twin engine, dubbed the Compact Block due to its comparatively svelte nature. That could have easily marked the end for its iconic air-/oil-cooled engine range.

In the face of that situation, engineers updated the 853cc V-twin with variable valve timing, knock sensors, and an additional Lambda sensor to pass ever-stringent emissions standards. Thanks to those high-tech updates, horsepower grows four ponies to 80 at 7750 rpm, while torque remains the same—61 ft-lbs at 5100 rpm. Also, the knock sensors accommodate lower-grade fuel for ADV-tourers exploring areas that might not have 91 octane at the ready.

Pontificating peak figures miss the point of a motorcycle such as the V85 because few mills have such distinctive character. The Small Block 853cc rocks to life, tugging to the left as hard as it does your heartstrings, just like a Moto Guzzi should. What VVT has brought to the table is a filled-out power curve, especially at the bottom end. Ninety percent of its claimed peak torque is available at an easily accessible 3500 rpm.

The V85s have a lovely, inviting, low-end grunt that is richer these days, expanding its already broad torque curve a bit more at each end. Rolling the well-tuned ride-by-wire throttle on in the zesty Sport mode allows riders to tap into the linear power delivery with gentlemanly excitement. However, Road’s softened initial crack might be preferable for the less exuberant among us.

Diving into the new five-inch TFT display, we see updated switchgear and intuitive UI mirroring what’s found on Moto Guzzi’s sister brand, Aprilia. There’s now a dedicated Mode button instead of the starter switch doing double duty, a ploy that was mildly opaque to new riders. Clicking through the Custom mode opens the usual power maps, TC, and ABS settings, with variable engine braking a newcomer. The twin-cylinder’s compression braking is atypically high, so the standard setting is enough to help leisurely scrub off speed, letting you roll on, roll off, rinse, and repeat when meandering through corners.

Even when the revs linger slightly above idle, the twin digs deep and approves of a lackadaisical approach to riding that would see high-strung competitors shudder. Should you wick it up, the motor spins with a vigorousness that can scratch a sporting itch. However, you will find vibes reside in the upper rpm range despite significant steps in refinement. Fair play because settling into a torquey groove is second nature when wandering between 3000 to 6000 rpm. A welcoming, easygoing engine got easier, down to the reshaped headcovers that create additional space for your knees.

Toss any 2024 V85 model into first gear, and you’re met with a hearty engagement clunk, as is tradition aboard the longitudinal-crank, shaft-driven Moto Guzzis. With all that torque on tap, you’ll likely leave the shifter feeling lonely in the canyons, but rowing through the six-speed gearbox is drama-free. Quickshifters don’t seem to fit the bill, though the rest of the modern rider aids work with aplomb.

Whaddya Want? Strada, TT, or Travel?

Moto Guzzi is subtly diversifying its V85 range, yet we discovered they could be significant when the rubber met the Spanish roads.

To begin, let’s chew on the neutral riding position because this is where a few engineering choices coalesce. The updated 32.7-inch-high saddle meets the restyled fuel tank to offer a flatter place for one’s backside, nudging the rider further away from the twin jugs. Guzzi’s longstanding engine orientation has a few side benefits, as mounting its V-twin transversely tightens up the chassis end to end. Its comparatively short-for-the-class wheelbase is evidence of that, drawing the handlebar closer for a casual reach. Moreover, these Geese are slim at the waist, making them more approachable for shorter riders who might be taken aback by stratospheric seat heights commonly found on ADVs. Yet, there’s legroom aplenty, and the proposition of commuting or touring on a V85 is encouraged.

The V85s diverge concerning wind protection, altering the manually adjustable windscreens, depending on the model. The Strada’s street-focused duties call for an abbreviated unit, though it still provides decent wind deflection when in the up position. Moving to the TT, this year’s updates start to materialize. Its larger piece of plexi is claimed to reduce air pressure on the rider by 37 percent when in the upmost position. We’ve also got handguards that take the edge off. That leaves the Travel to join in with a sizable touring windscreen backed up by side-mounted wind deflectors that reduce air pressure by half compared to the TT. Climbing the ranks offers more protection, and owners can reconfigure things individually should they peek at the accessory catalog.

Other qualities bubble to the surface once you’ve aimed the V85s toward the hills. Still, with the chassis mostly the same, its stout-and-steady character shines through regardless of which model is underneath you. The 2024 Moto Guzzi V85 Strada’s alloy wheels reduce gyroscopic forces and add a newfound quickness to this V85’s abiding steps. Changing direction is more exuberant, acceleration is snappier, and the Strada’s lighter curb weight stacks up to a playful V85 personality.

Climbing aboard the 2024 Moto Guzzi V85 TT, the Goose remains unflappable and stable through curves. Riding any of these geese at a good clip is a hoot, and a bit of rear brake trailing goes a long way when sowing wild oats.

The decked-out 2024 Moto Guzzi V85 TT Travel is tamed compared to its brethren, as it carries 37 additional pounds, and a good portion of that is luggage. Still, the TT Travel’s mild-mannered charm is always up for a sprint in the twisty bits. My ideal V85 would be a blend—the Travel’s touring features with the Strada’s cast-aluminum hoops, although that’s not listed as an option. Remember our pizza metaphor? Well, that pans out when gabbing about handling.

Carried over from prior-gen models is the same KYB kit featuring spring preload and rebound damping adjustment, along with its 6.7 inches of wheel travel fore and aft as before. Spain’s winding routes offer a mixture of tarmac ranging from serene to abysmal. The latter didn’t faze the suspenders on the trio, with balanced damping that affords an enviable ride quality. Also returning are Brembo’s tried and true M4.32 calipers, hooked up to an axial master cylinder. Feel at the adjustable lever isn’t as strong as the Stelvio, though its soft initial bite and adequate power fit the V85 personality.

Off-roading wasn’t on the menu, as Moto Guzzi has never labeled its V85s as adept trail busters. Fire roads and groomed two-track are well within the TT/Travel wheelhouse, though Piaggio will most likely aim riders looking to earn a dirt ’stache toward the Aprilia Tuareg 660 with its long-travel suspension.

Authentically Authentic

Evolution is measurable, yet progress can forget the original character that captured so many hearts. Engineers seem keenly aware of that quandary in Mandello del Lario, as the brand appears to develop each bike by first asking, “Will it still be a Moto Guzzi?”

That’s a question with answers that vary depending on which Guzzisti surveyed. Some might champion the transverse 90-degree V-twin, while others underscore the heritage-born aesthetics, and that still leaves room for many to wax philosophical. Few brands evoke that kind of response as consistently as Moto Guzzi, and the V85 runs that headlong into an ADV-touring platform. What comes to us in the 2024 Moto Guzzi V85 lineup is an expansion, with incremental improvements covering an interesting niche within the genre. There are faster, lighter bikes in this class, yet they can be utilitarian by comparison. If peerless character is what you’re after in a machine that wears its ADV-tourer label proudly, then the air-cooled Guzzi is calling. So, anyway, who wants to order a pie?

Photography by Alberto Cervetti and Marco Zamponi

RIDING STYLE

Helmet: Arai XD-4
Jacket: AlpinestarsMontiera
Gloves: Alpinestars Morph Street
Pants: Alpinestars Raider V2 Drystar
Boots: Alpinestars RT-7 Drystar

2024 Moto Guzzi V85 Strada (TT and TT Travel) Specs

ENGINE

Type: Transverse 90-degree V-twin w/ longitudinal crank
Displacement: 853cc
Bore x stroke: 84 x 77mm
Maximum power: 80 horsepower @ 7750 rpm
Maximum torque: 61 ft-lbs @ 5100 rpm
Compression ratio: 10.5:1
Valvetrain: Pushrod-actuated 2vpc w/ variable valve timing and titanium intake valves
Fueling: Ride-by-wire w/ 52mm throttle body
Transmission: 6-speed
Clutch: Dry single disc
Final drive: Shaft

CHASSIS

Frame: Tubular steel trellis
Front suspension; travel: Spring-preload and rebound-damping adjustable KYB inverted 41mm fork; 6.7 inches
Rear suspension; travel: Cantilevered spring-preload and rebound-damping adjustable KYB shock; 6.7 inches
Wheels: Cast aluminum (TT and TT Travel: wire-spoked)
Front wheel: 19 x 2.50
Rear wheel: 17 x 4.25
Tires: Dunlop Trailmax Meridian (TT: Michelin Anakee Adventure)
Front tire: 110/80 x 19
Rear tire: 150/70 x 17
Front brakes: 320mm discs w/ radially mounted Brembo monobloc 4-piston calipers
Rear brake: 260mm disc w/ 2-piston floating caliper
ABS: Standard (TT and TT Travel w/ front-wheel-only and off)