2025 Moto Guzzi V85 TT Travel Review
Well, a new Guzzi it isn't. They don't come along all that often. The last one was the V100 Mandello, a centenary celebration beast.
Put simply, the Travel is a V85 TT set up for touring. Like the TT it has a 23L tank so range exceeds 400km when it's brimmed. But this adds a large manually adjustable screen, wind deflectors for the legs, hard luggage (panniers of 35 and 25L), and heated grips and seat.
There's also cornering ABS and TC thanks to a six-axis inertial platform, full LED lighting, five ride modes, a multimedia platform for smartphone integration, and cross-spoked alloys with tubeless tyres.
The base V85 TT is $23,590 where the Travel is $24,990. That's a lot of kit for $1400.
Its 850cc air-cooled EU5 engine makes 90 per cent of peak torque (83Nm) at 3500rpm so most of the time medium revs (velvety smooth too) are all that's needed. Rear suspension is preload adjustable on the go thanks to a handy external knob below your right leg. Up front the forks are preload and rebound adjustable. The Travel model is distinguished by its bronze paint scheme and Travel logos on the tank.
Splendidly. The screen has various different positions but up or down are the main options. Down, there's more wind on your helmet, up a little less. Despite having no hole in the screen anywhere, this windbreaker is really well sorted, with zero buffeting. It is 60 per cent bigger than the standard V85 TT item and keeps most wind and weather off your upper body. The down screen position is pleasant in summer.
Not everyone will appreciate the saddle height of 830mm, which makes mounting the bike tricky. We just used the left peg as a step ladder, much easier than swinging the right leg over. That also means you have to be a certain height to ride this, probably around 175cm minimum. But the extra height also means extra suspension travel, hence the name I guess.
Seriously, this is a great bike for ride comfort which is sublime. Both front and rear were a touch firm initially so we backed the rear off one turn and the rebound up front just a little. The changes were clearly evident and we left it at that, perfect. Such a well cushioned ride but without a hint of wallow in corners. The riding triangle is just about ideal too, the seat oversized so you can move around on longer stints. A generous lock helps with manoeuvring.
And does this handle well? About as wonderfully as you'd want in a distance tourer. The steering is outstanding. And it may well be because of the across-the-frame engine set-up. If you weight up the peg on the side you're turning, it's almost enough to initiate the change of direction. The tall and wide bars seem to require the merest hint of pressure to set you up for the corner. And despite modest rubber, this only ever feels secure in general riding conditions. There's huge amounts of ground clearance too. We didn't once dot down. It's grin-inducingly good.
We've long been of the belief that middleweight displacement is enough for New Zealand conditions and this is another that validates that assertion. Here is an engine that's optimised for torque at day-to-day revs, the V85 Travel now with variable valve timing. It will ease around town in top gear and accelerates nicely from 80 onwards (3000rpm in top), while at 100km/h (just under 4000rpm) you're nearing peak torque so it's quite zippy. Not insanely so – with its shaft final drive this weighs in at 249kg wet – but enough to overtake handily in top gear. An optimised second to third gear overtake requires a tick over three seconds, essentially no change from before. Is it stronger than the old one? Not that we could determine from recall. It's still pretty torquey.
The low-stress engine has several zones of interest, kicking off from 2500rpm, with another hike at 3500 and the final push from 4500rpm onwards. Only it's all over by about 7800rpm. Because there's so much midrange urge, fuel use is pretty decent; our bike hadn't done a whole lot of mileage but the average slipped below 5L/100km during our time with the Travel.
At regular cruising speeds there's next to no vibration. That keeps the well designed mirrors clear and true. They're set a little wider than normal so all you see behind you is traffic, no elbows or such. And on width, you'd think something like this with panniers attached couldn't lane split, but au contraire. Providing the handlebars fit, so will everything else.
It's a bit of a fiscal step up to the Mandello V100 with its extra urge and tricky active aero bits. To get the more desirable S model, you're looking at another $6500. The Travel probably has better weather protection overall but the V100 is very tasty. However, that doesn't have luggage as standard like this one. Probably best not to ride it really; I imagine most will like its extra punch but we really rate the Travel, especially if that's what you literally intend doing.
Guzzis have a sneaky way of getting under your skin. They're not the quickest or flashest but they are genuine characters and that's what seems to keep folk returning to the brand.
Moto Guzzi V85 TT Travel$24,990
0-100 km/h 5.03s
80-120 km/h 3.13s (890m)
100-0 km/h 39.19m
Speedo error 94 at an indicated 100km/h
Engine Capacity 853cc
Format Air-cooled / fuel-injected / V2
Max power 59kW@7750rpm
Max torque 83Nm@5100rpm
Cylinder head OHV / 4v
Gearbox 6-speed
Drivetrain Shaft drive
Suspension front 41mm USD forks, preload adjustable
Suspension rear Monoshock, preload adjustable
Brakes front Four-piston calipers, 320mm twin discs
Brakes rear Single-piston, 260mm disc
Safety systems ABS
Tyre size f-110/80R19, r-150/70R17
Tyre type Michelin Anakee Road
Wheelbase 1530mm
Seat height 830mm
Rake/trail 28° / 128mm
Fuel capacity 23L
Measured weight 243kg
Weight distribution f-117kg / r-126kg
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