Testing the 2021 Harley-Davidson Pan America 1250 Special in the Mojave Desert. (Photo by Kevin Wing)
Check out our video review of the 2021 Harley-Davidson Pan America 1250 Special, an all-new adventure bike powered by the 150-horsepower Revolution Max V-twin. We hammered the Pan America 1250 Special for two days in the mountains and desert, on- and off-road, and it never gave up or reacted in an unexpected way or felt out of its depth. And its Adaptive Ride Height option is a game-changer, lowering ride/seat height by 1 to 2 inches when the bike comes to a stop. Whatever the metric — power, performance, handling, durability, technology, weight, price — the Pan America 1250 Special can compete head-to-head with well-established players in the ADV segment.
Christian Dutcher is the Director of Americade and the Touratech DirtDaze Rally.
Our guest is Christian Dutcher, Director of Americade, the Touratech DirtDaze Rally and Rolling Thru America, a motorcycle tour company focusing on the Eastern U.S. Americade is the World’s Largest Touring Rally and takes place each year in Lake George, New York. Due to the pandemic, Americade was cancelled in 2020 and will move from June to September in 2021. We discuss what makes Americade such a special event, from the scenic rides and huge vendor area to the entertainment and family-friendly atmosphere.
BMW has announced its virtually all-new 2021 BMW S 1000 R, which features a completely redesigned chassis and visual approach — farewell, bug-eye headlights. The Bavarian super-naked sportbike is powered by a 999cc in-line four-cylinder engine derived from the S 1000 RR superbike, claiming to produce 165 horsepower at 11,000 rpm. For more information about the new 2021 BMW S 1000 R, see the official press release below.
From Press Release:
“With our new S 1000 R, we have tried to preserve the strengths of its predecessor and to take into account the potentials known to us from press and customer feedback in the new S 1000 R. The team also made perfect use of the benefits provided by the new architecture”
Ralf Mölleken, Project Manager Complete Vehicle
Emotional roadster look combined with supersports riding dynamics – that’s what the new BMW S 1000 R is all about. Derived directly from the supersports S 1000 RR in the key areas engine and chassis, the dynamic roadster offers the same innovative technology. The close kinship to the “RR” can be seen from every angle. With its reduction to the essentials, the new S 1000 R offers unprecedented dynamic response. Thanks to its acceleration-optimised 121 kW (165 hp) peak output combined with the unrivalled low weight of 199 kg (DIN) as well as ABS Pro, Dynamic Traction Control (DTC), full-scale LED lighting and much more as standard, the new S 1000 R once once again sets the benchmark in the dynamic roadster segment.
Newly developed, 5 kg lighter drive based on the S 1000 RR with adapted gear ratios, optimised mid-range power and engine drag torque control (MSR) as optional extras. The in-line four-cylinder is based on the engine of the S 1000 RR and generates 121 kW (165 hp) at 11 000 rpm. The maximum torque of 114 Nm is available at 9 250 rpm. The engine speed range was made even wider, fuller and more harmonious in terms of achieving even more improved rideability thanks to a particularly linear torque curve. In order to reduce the noise and fuel consumption levels as well as the engine speed level, especially at cruising speeds on country roads, the 4th, 5th and 6th gears now have longer gear ratios. In addition to a smoother, self-reinforcing anti-hopping clutch, the new S 1000 R is equipped with engine drag torque control (MSR) for the first time as an optional extra. The engine drag torque control prevents the rear wheel from slipping as a result of abrupt throttling or downshifting thanks to being electronically controlled.
Completely new, lighter chassis based on the S 1000 RR with Flex Frame, Full Floater Pro kinematics, underslung swingarm and optimised ergonomics. The chassis was also subjected to significant weight reduction, just like the entire motorcycle. The frame and swingarm are based on the S 1000 RR and have been made considerably lighter in than their predecessor. At the same time, the engine in the so-called Flex Frame takes on a much greater supporting function than before. The new frame offers further benefits due to its very narrow design. This considerably reduces the motorcycle’s width in the area of the knee contact area, thereby offering a more relaxed riding position with even more freedom of movement. An adjustable handlebar clamp enables the rider to make ergonomic adaptations. Two positions are already available as standard: 0 mm / +10 mm towards the front. In addition, 10 mm handlebar riser mounts are offered as an option, which can also be turned in the direction of travel by 0 mm / +10 mm.
The underslung swingarm has been taken over from the S 1000 RR and the spring strut with Full Floater Pro kinematics is now located significantly further away from the swing axis and the engine. This prevents the engine from heating up due to waste heat and ensures even more stable temperature behaviour and even more constant damping response. In combination with the swingarm, which has its roots in motorsports, this results in more tyre grip and lower tyre wear.
Three riding modes, Dynamic Traction Control (DTC) and ABS Pro as standard. Optional equipment “Riding Modes Pro” with riding mode “Dynamic Pro”, Dynamic Brake Control (DBC), engine drag torque control (MSR, “Engine Brake” and “Power Wheelie”. The new S 1000 R is equipped as standard with Dynamic Traction Control DTC, ABS Pro with banking angle optimization and the three riding modes “Rain”, “Road” and “Dynamic”. The fully configurable “Dynamic Pro” mode is also available with a particularly wide range of setting options as part of the “Riding Modes Pro” option. With “Riding Modes Pro”, the new S 1000 R also features the “Engine Brake” function in conjunction with the engine drag torque control (MSR) and the “Power Wheelie” function. As part of the “Riding Modes Pro” option, Dynamic Brake Control (DBC) additionally supports the rider during emergency braking maneuvers.
Multifunctional instrument cluster with 6.5-inch TFT screen for excellent readability and maximum range of information. The new S 1000 R’s instrument cluster was also taken over from the S 1000 RR. Special emphasis was placed on the best possible readability in addition to an extended range of functions and information. The screen was therefore designed to be large for good readability and optimum information display even under difficult lighting conditions. The rider can choose between customised screen displays for various purposes. The Pure Ride Screen, for example, provides all the necessary information for normal road riding, while a further Core Screen shows displays for banking angle, deceleration and traction control. A bluetooth smartphone interface which allows app-based arrow navigation is already included as standard. The TFT display is operated comfortably from the handlebars using the multi-controller. The optional M package provides a third Core Screen with bar display and lap timer.
New LED headlamp and powerful LED light units as standard. Headlight Pro with adaptive turning light and iconic light guides with daytime running light function as an optional extra ex works. The lighting units of the new S 1000 R are based on state-of-the-art LED technology. These include the new, striking LED main headlamp with optimised low beam and high beam light. The newly designed turn indicator and rear lights also make use of LED technology. The rear turn indicators have been adopted from the S 1000 RR and feature an integrated tail/brake light function. The front turn indicators are “hidden” in the fork area. Enhanced safety when riding at night is ensured by the adaptive turning light which is a component of Headlight Pro as an ex works option. In this case, further LED modules are added. The rider benefits from improved road illumination when cornering to make riding at night even safer.
New, even more dynamic design in an attractive basic colour and two exclusive style variants. In its latest edition, the S 1000 R also clearly borrows from its supersports counterpart, the S 1000 RR, but placing the emphasis on its character as a dynamic roadster. To a greater extent than previously, the “tail up – nose down” look gives the S 1000 R an eye-catchingly dynamic visual impact with its new body elements. The colour concept also highlights the sporty, dynamic appearance of the new S 1000 R. In addition to the basic colour Racingred non-metallic, the options Style Sport and the M package with additional product content are available.
The highlights of the new BMW S 1000 R:
• 5 kg lighter, newly developed 4-cylinder in-line engine based on the S 1000 RR with further optimised mid-range power and rideability as well as new gear ratios in 4th – 6th gear.
• Lightest dynamic roadster in its class: Weight reduction by 6.5 kg to 199 kg DIN empty weight or 202 kg including comfort and dynamics package. The M package reduces the vehicle weight by another 4.8 kg (2 kg with forged wheels / 3.7 kg with carbon fibre wheels).
• Superior output and torque: 121 kW (165 hp) at 11 000 rpm and 114 Nm at 9 250 rpm.
• At least 90 Nm of torque available from 5 500 to 12 000 rpm. More than 80 Nm already available from 3 000 rpm.
• Effort-saving, linear torque curve: Even better rideability across the entire engine speed range.
• Newly developed suspension featuring the “Flex Frame”, with the engine taking on more of a load-bearing function.
• Significantly improved ergonomics thanks to the “Flex Frame” allowing the rider to have his knees closer to the motorycyle body.
• Underslung swingarm with Full Floater Pro kinematics and new suspension strut for even more sensitive response and optimised rear wheel grip.
• New, lighter exhaust system, EU5 compliant.
• New 6-axis sensor box for precisely determining the pitch rate and anti-wheelie function.
• ABS Pro for even more safety when braking, also in banking position, as standard. Dedicated rain brake mode with flatter brake pressure gradient. ABS Pro as standard for even safer braking when cornering.
• WSBK proven DynamicTraction Control (DTC) as standard ensures even greater stability when accelerating.
• Three riding modes “Rain”, “Road” and “Dynamic” as standard.
• DTC wheelie function as standard.
• Riding Modes Pro with additional “Dynamic Pro” mode including adjustable wheelie control, engine brake and engine drag torque control (MSR) as well as Launch Control, Pitlane Limiter and Hillstart Control Pro as ex works options.
• Hillstart Control as standard.
• Shift Assistant Pro for quick up and down shifting without using the clutch available ex works.
• New instrument cluster with 6.5 inch, easy-to-read TFT display including additional sports screens, arrow navigation and connectivity.
• New LED headlamp and LED light units as standard.
• Adaptive Turning Light and daytime running light in Headlight Pro package available as an option ex works.
• Completely newly designed body elements for even more dynamic styling.
• Attractive basic colour and two style variants available from start of production.
• Expansion of the Original BMW Motorrad Accessories and optional extra range, including M package, Carbon package and Milled Parts package ex works.
The new-to-me BMW strikes a pose atop a favored section of the Pacific Coast Highway.
Northern California’s Pacific Coast Highway might be the best use of asphalt anywhere. From expansive ocean views to the west, to often fog-shrouded hilltops to the east, this north coast section of the roadway splits coastal prairies, tunnels through cypress groves, twists into stream gullies and, around turns, repeatedly prompts an involuntary “Oh, my!” no matter how many times I’ve ridden it.
This day, I’m heading south from Point Arena astride a 1986 BMW R80RT I’d just inherited. My brother had injured his throttle hand in an industrial accident and his bike needed a home. I volunteered. That’s what brothers do.
Weathered barn / building at Sea Ranch, California.
I’d been smitten with this model since 1983 when I was offered use of the brand-new RT for the day while my year-old bike was in the shop. I remember an irrepressible grin as I sampled a curvy road just out of town. I liked the slightly taller saddle, roomier accommodations, breeze protection and space-age look. Not available 12 months earlier, I remember thinking, “Why couldn’t I have just waited a year and gotten one of these?”
Fast forward 35 years, and one falls into my lap.
The first order of business for this new-to-me old bike was a visit to Point Arena’s Zen House, the place for “the art of motorcycle maintenance,” for a professional service and safety once-over. While I viewed some of the classic restorations in and about the shop, owner David Harris checked out the RT and explained how he would sort my new possession, addressing seals, gaskets and busted parts and even replacing roundels on the tank. “Let’s do it!” I said.
A couple of weeks later, I’m back listening as David walks me through the care and feeding of the old R80 much as a dealer would for a customer about to head out on something shiny and new. His final comment? “You know, you could take this bike around the world if you wanted.”
Author and BMW outside the Stewarts Point Store. Only one of us is particularly photogenic. Perhaps if I were sporting a beret?
Around the world wasn’t on today’s agenda but the day is lovely, and I am already out on the Pacific Coast Highway.
Moments after leaving Point Arena, I’m immersed in mist and splashes of sunlight and the aroma of sea spray and pasture. The ragged fence lines, aging barns, sweeping curves and tantalizing crests of this familiar road are a good kind of different on the vintage machine. Perhaps it’s the rustic thrum of the old boxer’s engine.
The RT gets a thorough sorting at the Zen House in Point Arena.
Gualala offers fuel and food and, across the river, a fine county park to explore, where I pause. A paved path leads to bluffs and the siren’s song of surf and sea lions prompts me to take it. Remnants of cables and concrete remind me that redwood from these parts, transported on dog hole schooners, built San Francisco. Twice.
The Sea Ranch, an enclave of mostly second homes, rests on the bench south of the Gualala River. The highway is wide and well maintained, though damp where shaded. Views of the ocean are infrequent. There is some cross traffic from residents and renters, so perhaps it’s good not to be distracted by the sea.
The Stewarts Point Store offers food, drink, rest and a peek into the area’s ranching and timber heritage. The store offers a sandwich called “the Hog,” in which I indulged even though I was not riding American iron this day.
At Stewarts Point a small country store offers freshly baked breads, a deli producing delectable sandwiches, hot coffee for those days of foggy rides and cold beverages for when the sun shines, along with local wines, sweets and knickknacks. Entering the building I can hear century-old footsteps from when the mercantile was frequented by area ranchers and nearby mill workers. I’m told there’s a dance hall upstairs.
Winding south, I pass through villages and vacation rentals, viewpoints and trailheads. I should stop for a picture of a breaking wave or the roadway slipping around a curve and disappearing into a copse of coastal evergreens, but riding an iconic airhead on this iconic highway is magical—the grin from 30 years ago has returned—and I don’t want to stop.
Fort Ross and its farm fields once served as the grocery store for Russian fur trappers working the Aleutians. Here, I take a break. A handsome visitors center introduces me to those lost pieces of history I often whiz right past and later curse myself for missing. The original wall was repurposed by John Sutter after the Russians departed. The hewn lumber of the old stockade was shipped to where Sutter was building his own fort in what would become Sacramento. Highway 1 once passed right through the parade grounds but has been rerouted and the stockade rebuilt.
South from here, Highway 1 climbs and dives over disintegrating cliffs and benches that were once sea floor. I am tracing the scarp of the notorious San Andreas Fault for quite a distance. Along this windy stretch, two forces are engaged in an epic battle: plate tectonics and erosion versus highway maintenance workers. Pavement in this section slumps and cracks, but the old bike feels solid and surefooted.
Historic Fort Ross reminds us that the Russians preceded our occupation in these parts.
Clear day views stretch forever. I stop at a favored spot with a breathtaking view of the Pacific and snap a picture of my new possession. The photo will join the collection of a half-dozen other bikes I’ve owned whose portraits have been taken here.
Late autumn dusk settles early, and I head inland at Jenner. Winding along the Russian River, I reflect on how perfectly the old Beemer handled today’s first ride. The engine purred in harmony with the sea. The skinny tires devoured the curves. The low center of gravity made handling second nature. And the windscreen and heated grips—quite the innovations for bikes of that era—made the chilly ride comfortable.
It turns out that not having purchased this model three decades ago had an upside. It allowed me to better appreciate the delight that now carried me—make that us—home.
A short walk at Pelican Bluffs, just south of Point Arena, offers a breathtaking view of the never-ending work of the Pacific.
An Old Bike and the Sea: A first ride on Highway One Photo Gallery:
The decision to ride or not ride a motorcycle in these troubled times is a highly personal one. Photo by Kevin Wing.
As I write this in early April 2020, the effect of the novel coronavirus on the planet is evolving daily. Currently entire countries are on lockdown and shelter-in-place orders are in effect in more than 40 U.S. states in an effort to control the spread of COVID-19 and “flatten the curve.” The toll on human life and the global economy has been heartbreaking, shocking and downright scary, and unlike anything most of us have experienced.
The concept of “social distancing” is strangely new and difficult to fathom by a species for which socializing is so vital to our health and well-being. Yet physically distancing ourselves from one another or just staying home has become the second most important weapon in our defense, after our brave, selfless and heroic first responders and healthcare workers, who soldier on despite a lack of basic supplies and the risk of infection. God bless every last one. Being an optimistic type, I believe we will get past this eventually, and that life will return to something like normal — perhaps even better than normal having learned a lot about ourselves from the experience (hoarding toilet paper, really?).
One topic of discussion that’s come up regularly, both within and beyond the friendly confines of the Rider office, is whether or not we should still be getting on our bikes and riding. Like any difficult question, the answer lies in a gray area; it’s not as clear-cut as many believe or would like it to be. I will say that here at Rider, we are still swinging legs over saddles and hitting the road, but only in the name of photo shoots and actual bike testing (perhaps at a slower pace than normal), so that we can continue to bring you the content we hope will help see us all through the coming weeks (months?). Touring is pretty much off the table, but fortunately we’ve got plenty of stories in the bank from our contributors around the country to see us through.
But to answer your question: to ride, or not to ride…I won’t tell you outright that you should defy an order to stay home — we’re all in this race against the virus together and can’t afford to let our guard down. We certainly can’t get together to kick tires or bench race at rallies or races right now, or even just hang out at the usual gathering spots, a major sacrifice for those of us for whom the group social experience is the ride. But riding a motorcycle can be the very definition of social distancing, and the soul-cleansing joy of a ride is needed by all of us now more than ever. It’s certainly much more rewarding than binge-watching Netflix!
While there are a lot fewer vehicles on the road, it’s important that if you choose to ride, you do so with extra caution to avoid placing an additional burden on the healthcare system. Weigh the risks and make an informed, careful, personal decision about where, how and with whom. In areas where it’s still permissible to visit public parks and go walking, running and bicycling, it seems to me that motorcycle riding adheres to the spirit if not the letter of a stay-at-home order and provides an equally and adequately social-distant venue for recreation, provided that extra caution is observed. Consider your skill level and the local healthcare situation, and do or don’t accordingly.
Curious about how you, our readers, are handling the riding question, we sent out a survey to our eNews subscribers (you may have seen it, and hopefully you participated). While nearly 85% of you are currently under a “safer at home” order, 58% of you are still riding — but you’re doing it alone. Only 10% still meet up with their friends for a ride.
If you decide a motorcycle ride is out of the question for now, fortunately there is still plenty you can do to stay involved in our favorite activity/lifestyle/passion. At this writing the industry is just beginning to generate some special promotions and contests to give us something to do while we shelter in place. Roland Sands Design has kicked off a bike build-off contest open to anyone, for example, with some very cool prizes for the winner — a deadline for entry has not been set so check out rolandsands.com.
Although some dealers are closed and only doing business online, it’s vitally important that we support local motorcycle businesses any way we can, even if it’s just ordering up some parts and doing those basic maintenance chores you’ve been putting off. My 1982 Yamaha Seca is finally going to get the carburetor rebuild it needs, and maybe I’ll pull the exhaust system off and polish it up as well (the wife is taking bets).
Of course one of the most hopeful things you can do at home that will help keep your two-wheel dreams alive is to start planning some rides! Order up a highlighter and some maps and paper the walls of your living room with them — no one’s coming over anyway, right? Search the touring features and Favorite Rides on this website by region or keyword to research the best roads in the area, the things you should see along the way and great places to eat. In the meantime we’ll keep finding and writing about new places for you to ride when we are released from this nightmare.
Speaking for the entire team at Rider andour contributors around the country, we hope that you and yours are safe and well and that you stay that way. For ourselves, the staff is taking the necessary precautions recommended or mandated by local government, but will continue to bring you Motorcycling at its Best somehow, some way. Motorcycling isn’t unique in that its enthusiasts have always nurtured and been part of a tight-knit community, but I like to think that we are exceptional in the strength of that bond, and in the universal understanding by our community’s members that for many of us motorcycle riding isn’t just a sport or a pastime — it’s a necessity, like breathing or eating. Stay safe and thanks for reading Rider.
The 2019 Moto Guzzi V85 TT (shown here in “Adventure” red/yellow livery) is as fresh to look at as it is fun to ride. Powered by a new 853cc that’s smooth and delivers plenty of punch above 3,500 rpm, the new V85 TT should make a great commuter or light adventure tourer. Photo by Marco Zamponi.
Moto Guzzi’s new retro-themed V85 TT–as in Tutto Terreno, or all-terrain–is part adventure tourer, part streetfighter and part street scrambler. It’s the opening shot in a barrage of forthcoming new midsize models using its all-new air-cooled, 853cc, 90-degree longitudinal V-twin pushrod engine. There’s nothing else quite like the V85 TT in the marketplace, and designer Mirko Zocco deserves praise for producing a bike with unique styling that’s as fresh to look at as it’s fun to ride. The chance to spend a 120-mile day in sunny Sardinia riding it on the hilly, switchback roads of Italy’s second largest island, underlined what a significant model this is for Italy’s oldest motorcycle manufacturer.
Available in three different color schemes for the U.S., with the gray tint/black frame, the bike costs $11,990 fitted with tarmac-friendly Metzeler Tourance Next tires. You’ll need $1,000 more for the red/yellow or red/white versions, each with red-painted frame, carrying more off-road-focused Michelin Anakee Adventure rubber. Both variants come with a 19-inch front wire wheel with aluminum rim and 17-inch rear.
New engine is smoother and quieter than before, thanks to titanium intake and aluminum exhaust valves, operated by aluminum pushrods with roller tappets. Photo by Alberto Cervetti.
With a bore and stroke of 84 x 77mm, the V85 TT’s motor produces a claimed 80 horsepower at 7,750 rpm, alongside 59 lb-ft of torque at 5,000 rpm, claims Guzzi, with 90-percent of that torque available at just 3,750 rpm. At the other end of the rev scale is a 7,800-rpm limiter, making this the most high-revving Guzzi OHV motor, despite being a two-valve design (rather than a four-valver) in keeping with the model’s traditional focus and retro-inspired styling.
Guzzi engineers have delivered an ultra-flexible power unit that’s more responsive than previous such engines, with reduced inertia. It has achieved this via a semi-dry sump design with the oil tank positioned in the lower crankcase half with twin oil pumps. This reduces oil drag on the crankshaft assembly which, with lighter conrods and pistons, weighs 30-percent less than previous Guzzi small-block motors, resulting in more zestful pickup from lower revs.
Generous 6.7-inch suspension travel front and rear help to make the V85 TT a comfortable ride even over rough tarmac. Photo by Marco Zamponi.
That’s aided by using titanium for the large 42.5mm intake valve while retaining a 35.5mm steel exhaust valve in each cylinder head, operated by aluminum pushrods with roller tappets, resulting in a lighter and also quieter operation of the valve gear–there’s none of the top-end rattles of previous Guzzi OHV motors. Partially aimed at decreasing fuel consumption–Guzzi claims a frugal 48 mpg, which with a six-gallon fuel tank delivers a 250-plus mile range–there’s just a single 52mm throttle body controlled by a Magneti Marelli ECU, with RBW digital throttle offering three different riding modes–Road, Rain and Off Road. Each delivers full engine power but with a different throttle response via altered engine mapping, plus variable engine braking settings, and diverse calibration for the Continental ABS and switchable MGCT traction control. Power is transmitted via an all-new six-speed gearbox coupled to a revised single-plate clutch in a redesigned housing, giving increased ground clearance.
Single rear Kayaba shock is adjustable for preload and rebound damping. Right side of the aluminum swingarm houses the driveshaft. Photo by Alberto Cervetti.
Guzzi’s new small-block motor is wrapped in a tubular steel chassis using the engine as a fully stressed component. This removes the need for a lower frame cradle, thus reducing weight while also increasing engine ground clearance to a useful 8.3 inches for off-road riding, with the engine protected by an aluminum sump guard. The more compact new engine’s shorter length permits a long asymmetric cast aluminum swingarm delivering a rangy 60.2-inch wheelbase, the curved left arm of which permits the 2-1 exhaust’s oval-section silencer to be tucked in tight, with the V85 TT’s shaft final drive housed in the right arm.
Suspension is by Kayaba, with the 41mm fork set at a relaxed 28 degrees of rake with 5.0 inches of trail matched to a cantilever rear single shock offset to the right with a dual-rate spring. Suspension stroke front and rear is a generous 6.7 inches, and both fork and shock are adjustable for spring preload and rebound damping. Braking comes from Brembo via twin 320mm front discs with radial four-piston calipers, and a 260mm rear disc with two-pot caliper. Dry weight is quoted as 459 pounds. Zocco’s distinctive neo-Classic enduro styling sets this all off, complete with a short screen that isn’t adjustable for height. The 1980s-style twin round LED headlamps are ingeniously bisected by a bright DRL depicting the Guzzi eagle motif. An upsized 430-watt flywheel generator provides the current to power these, as well as any of the wide range of accessories like heated grips, which Guzzi offers in the bike’s dedicated accessory catalog.
The more off-road-oriented V85 TT Adventure is shod with Michelin Anakee Adventure tires and comes with hard luggage as standard (not shown). Photo by Alberto Cervetti.
The TFT dash is well designed and legible, with a variable color background depending on light conditions. Aside from the speedo, tach, odometer/twin tripmeters, clock, gear selected, ambient temperature, fuel level, average and current consumption, DTE and selected Riding Mode displays, you can even adjust when the shifter lights flash to remind you to change gear.
Full-color TFT display is ambient light-sensitive and includes speedo, tach, odometer/twin tripmeters, clock, gear indicator, ambient temperature, fuel level, fuel consumption data, DTE and riding mode. Photo by Alberto Cervetti.
The V85 TT has real visual presence, and build quality seems high, with excellent paint finish. Hop aboard its 32.7-inch-high seat (there’s 31.9/33.5 options), and you’ll find a quite upright but very comfortable riding stance via the taper-section alloy handlebar and relatively low footrests, which only drag in turns at quite extreme lean angles. The Kayaba suspension is really outstanding, especially the well-damped 41mm fork which gives good feedback so you can use heaps of turn speed despite the skinny 19-inch front.
The TC lets you get on the throttle hard and early exiting the switchback turns along Sardinia’s southwestern coast, where my only criticism was that the rear suspension is a little “dry” in low-speed damping over ripples and ridges, with initial compression of the twin-rate spring not as smooth as I’d like. But medium and high-speed damping is excellent, even without a rear link–I could feel the shock compressing and releasing smoothly beneath me through faster turns, or over a series of high speed bumps. And the generous wheel travel front and rear, coupled with the wide handlebar and tucked-in silencer, makes this a comfortable and capable ride off-road.
The V85 TT handles almost delicately, making twisty roads a low-effort delight. Photo by Alberto Cervetti.
Guzzi has got it just right, and the same goes for how the V85 TT steers. It holds a line well but changes direction easily–it’s almost delicate in the way it steers. The radial brakes also performed well, with a strong but not aggressive initial bite. You can even finger the front brake lever to throw off a little excess speed once committed to a turn, and this Guzzi won’t sit up on you and head for the hills like some other motorcycles with this much trail dialed into the steering geometry. Job well done, amici.
However, my real plaudits are reserved for the V85 TT’s outstanding new engine, which feels more “modern” and sophisticated than any Moto Guzzi OHV/pushrod engine I’ve yet sampled. Work the light-action clutch lever–this’ll be an excellent commuter bike, thanks to that and the upright riding stance–to insert bottom gear, and not only does this go in with no sign of the clunk previously ubiquitous on Moto Guzzi engines, but as you drive forward practically off idle with minimal use of the clutch, the V85 TT motor gives a good imitation of a turbine. It’s unbelievably smooth not only by the standards of the past, but also compared to rival middleweight twins.
Left side of the asymmetric swingarm allows the high silencer to be tucked in tightly for ideal weight distribution and to allow the luggage, optional on this gray model, to be mounted as close to the subframe as possible. Photo by Marco Zamponi.
However, while Guzzi’s new 853cc engine drives very well from as low as 1,500 rpm, you need 3,500 revs or more to get the strong pickup it’s capable of delivering. Top gear roll-on below that mark is a little sluggish, so you’re encouraged to use the very sweet-shifting gearbox–I can’t remember ever using that term to describe a Moto Guzzi transmission!–to keep the revs up on the open road. If you do that you’ll get excellent response from the motor from 4,000 revs upward, meaning I spent a lot of time in fourth gear. But there’s vibration through the footrests from 5,000 rpm upward, equating to 80 mph in top gear. The engine is otherwise very smooth with just a few tingles through the seat as you near the 7,800-rpm limiter. Instead, you’ll want to surf the V92TT’s ultra-flat torque curve and hit a higher gear at around 6,800 rpm, which’ll put you back in the fat part of the powerband each time.
A relaxing and enjoyable everyday ride, with the debut of the V85 TT the wings of the Moto Guzzi eagle have started flapping a lot harder.
Keep scrolling for more pictures below the spec chart.
2019 Moto Guzzi V85 TT Adventure in red/yellow. Photo by Alberto Cervetti.
2019 Moto Guzzi V85 TT Specs Website:motoguzzi.com Base Price: $11,990 Price as Tested: $12,990 (V85 TT Adventure w/ luggage, multi-color & Michelin Anakee Adventure tires) Engine Type: Air-cooled, longitudinal 90-degree V-twin, OHV, 2 valves per cyl. Bore x Stroke: 84.0 x 77.0mm Displacement: 853cc Transmission: 6-speed, cable-actuated dry clutch Final Drive: Shaft Wheelbase: 60.2 in. Rake/Trail: 28.0 degrees/5.0 in. Seat Height: 32.7 in. Claimed Wet Weight: 505 lbs. Fuel Capacity: 6.1 gals., last 1.3 gals. warning light on MPG: NA
Hard luggage is optional on the base model (shown here), but comes standard on the Adventure models. Photo by Alberto Cervetti.Radial front brakes are by Brembo, with strong but not aggressive initial bite. Photo by Alberto Cervetti.Standard seat is perched 32.7 inches off the ground, rather accessible for an adventure tourer. A low 31.9 and high 33.5-inch option are also available. Photo by Alberto Cervetti.2019 Moto Guzzi V85 TT in gray. Photo by Alberto Cervetti.
