Moto Guzzi V85 (2024 - ) review

Launched in 2019 and updated for 2024 with new electronics and a Euro5+ compliant engine, the V85 stands out both technically and aesthetically from its rivals. Thank the signature air-cooled 90-degree V-twin for that, power to the rear wheel by shaft drive per tradition in another unusual feature for a bike of this size and class. Paired circular lights have a sense of Ducati Desert X about them, as does the lairy paint scheme on the model pictured, while the prominent, side-mounted monoshock is another distinctive visual flourish. All of which helps it stand apart from the mass of very similar looking modern rivals filling this popular class – suffice to say it has a lot more visual impact than the Honda XL750 Transalp, Suzuki V-Strom 800, BMW F 900 GS or any number of similar bikes you may also be considering. And will be much more of a talking point, even if you go for the stripped back Strada version on its regular cast wheels. But is it more than just an evocative badge and pretty face?

The V85 TT strikes a nice balance between the confidence-inspiring stature of a big adventure bike and more manageable size of an all-rounder. Thank the 830mm seat height for that and fact your legs tuck behind the cylinders and astride the narrow crankcase for easy flat-footing. For an adventure style bike it rides relatively low as well, the 170mm suspension travel meaning it feels less intimidating than taller rivals. Once under way the riding position is very upright and comfortable, with good visibility through the corners and the sense riders of all shapes and sizes could spend long hours in the saddle without any complaints. Optional high or low seats to help tailor the fit further are also available, if required.

All V85s have the same mix of comfortable riding position, reasonable weather protection from a manually adjustable screen and those cylinder heads helping shelter your legs from the slipstream. A big 23-litre tank also means plenty of miles between fill-ups. All of which will appeal equally if you’re using the Strada version as a daily or doing big distances on the Travel, which includes two hardcase panniers as part of its standard specification. Shaft drive is one less thing to worry about as well, while remote preload adjustment for the rear shock is another nice convenience feature if you’re adjusting to compensate for a pillion and/or luggage. A shame you only get heated grips as standard on the top-spec Travel, though.

On paper the 80 horsepower and 83Nm of the 853cc air-cooled V-twin are average at best for the class, especially when you factor in the hefty 230kg wet weight. As always, though, numbers are only half the story and from the moment the engines fires and sends the characteristic shimmy through the frame it sounds and feels stronger than the figures suggest. True, it’s quite lumpy at idle but that feels more characterful than annoying and there’s a muscular boom as you wind on the revs matching the torquey and flexible power delivery. So, what it might give away in power and reach to the more modern parallel twins used by most rivals it more than makes up for in charisma. The relatively relaxed riding style the motor encourages suits the V85 as well, and if no Multistrada V2 in the way it goes up the road it settles to a pleasing cross-country pace that will delight whether you’re out for a Sunday blast or a longer trip away. Given the weight of the bike – and likelihood you’ll be riding two-up or with luggage – we were glad to see big 320mm discs and radially-mounted Brembos up front, the lever typically easy to modulate while cornering ABS on the TT and up helps confidence levels.

For all the off-road looks the 19-inch front wheel and middling suspension travel suggest the V85 TT is more comfortable on the road than off it, which is just fine. There’s a bit more adjustment in the suspension than many rivals offer – preload and rebound up front, remote preload and rebound on the exposed monoshock out back – and these were set up relatively firmly for our test ride. The benefit being more poise through the corners than you might expect, with none of the pitch or wallow you get in more off-road optimised rivals. If no sports bike the V85 also handles nicely for what looks like a tall, chunky machine, with greater willingness to be chucked around than you might have credited.

To the casual eye the V85TT offers a sense of Ducati-style Italian glamour for a much more reasonable asking price and, if clearly less sporty, it’s also a lot more affordable. If you value function and features in your middleweight adventure bike your money goes further with the Japanese or now increasingly impressive Chinese alternatives but, given its image and apparent build quality, the Guzzi doesn’t look bad value. In terms of running costs the relatively lazy state of tune helps keep thirst down, and won’t tax tyres or brakes too hard, shaft drive another plus when comparing running costs.

Back in the day you’d accept living with an Italian bike might throw up a quirks you wouldn’t have to endure on a Honda but Moto Guzzi needs to get by on more than charm in the modern age. Now under Piaggio ownership and in the same group as Aprilia, it’s now a more dependable choice while and the relative simplicity and understressed nature of the engine should help confidence levels.

Nothing out of the ordinary with the standard two-year factory warranty, but you can extend it to three or even four years if you choose and at relatively reasonable cost. Servicing, meanwhile, comes round every 10,000km (call it 6,000 miles in old money) which is OK for a summer bike but perhaps a little short if you’re using the Strada as a commuter. Which might appeal, given shaft-drive saves on the faff of looking after a chain.

There are three steps in the V85 range, starting with the basic Strada with its cast wheels and conventional traction control and ABS. If you’re after a workhorse daily with a bit of style it’s a good bet. The extra grand or so for the TT looks well worth it for the goodies it brings, though, these including the wire wheels, funkier graphics and a proper six-axis IMU to control the cornering ABS and traction control. You also get an additional Off-Road rider mode over and above the regular Road, Sport and Rain. The top-of-the-range Travel gets another mode again, this time configurable, and the added benefit of hard-case panniers, heating for grips and saddle and expanded multimedia functionality built in.

If a sub-1,000cc adventure bike is on your shopping list you’re certainly not short of options, be that the increasingly impressive and affordable Chinese options from Voge or CF Moto or established players like the Honda Transalp. All great bikes and, objectively, perhaps offering a broader range of ability for less money than the V85 TT. With that in mind choosing a Moto Guzzi over more mainstream options will always be driven by emotion, but it’s good to know your sensible side can enjoy the ride as well given the support of modern rider aids and conveniences. This, the looks and the evocative image are all powerful selling points!