Tag Archives: Moto Guzzi

Moto Guzzi 250 TS two-stroke twin


The 250 TS (along with its badge engineered twin, the Benelli 250 2C) was the first all new design to emerge from Moto Guzzi after the de Tomaso take over in 1972. It was released in 1974 and remained in production until 1982.

Moto Guzzi TS PA GuzziTS
This 1978 Moto Guzzi 250 TS only has 3km on the clocks, but poor storage took their toll

Powered by a 231cc 2-stroke parallel twin, the TS differed only from the 2C in using alloy cylinders with chromed liners, whereas the Benelli used cast iron.

Moto Guzzi TS PA GuzziTS
The 231cc 2-stroke parallel twin generates 24.5hp

Power output was 24.5 hp at 7570 rpm, which combined with a 137 kg weight to allow for a top speed of 161 km/h.

Moto Guzzi TS PA GuzziTS
A top speed of 161km/h was possible

Points were replaced by electronic ignition in ’75 and the original double-sided single leading shoe front brake was changed to a single disc the following year. Otherwise very little development took place during the production run.

Moto Guzzi TS PA GuzziTS
The 250 TS pictured here features the later disc brake on the front

The bike seen here is a 1978 model and is completely original, having only 3km on the clock! However due to poor storage conditions by the previous owner its finish has deteriorated.

Moto Guzzi TS PA GuzziTS
The 250 TS stood apart from the 2C due to using alloy cylinders with chromed liners
Moto Guzzi TS PA GuzziTS
Points were replaced by electronic ignition in ’75
Moto Guzzi TS PA GuzziTS
1978 Moto Guzzi 250 TS
Moto Guzzi TS PA GuzziTS
1978 Moto Guzzi 250 TS
Moto Guzzi TS PA GuzziTS
1978 Moto Guzzi 250 TS

Source: MCNews.com.au

Moto Guzzi V85 TT Review | Motorcycle Tests

Motorcycle Test by Trevor Hedge
Images by iKap & Moto Guzzi


Moto Guzzi’s all-new V85TT is a welcome new offering in the mid-capacity adventure-touring segment and one that spurned a lot of interest on social media when we first highlighted the pending arrival of the machine on MCNews.com.au.

Moto Guzzi V TT
Moto Guzzi V85 TT

Guzzi’s most recent long running adventure bike model, the Stelvio, was an all-roads touring bike. The Stelvio was not built for serious dirt tracks with rock strewn climbs, but instead for mega mile-munching, with few stops required thanks to its 32-litre tank. However, it was competent enough to take on reasonably well formed trails, and in NTX guise scored spoke rims and engine guards. It was powered by a very charismatic, but moderately powerful, 1151cc V-Twin that in its final 8V incarnation mustered 104 horsepower and 113 Nm of torque. It was comfortable and enjoyable, but at over 270kg it was not the best tool in the shed for negotiating tricky side-tracks in the hands of moderately talented riders.

Stelvio Beach
Moto Guzzi Stelvio NTX from 2011

Still, the Stelvio had its fans, and I must admit that I too had somewhat of a soft spot for the latter generation NTX as pictured above. That big 90-degree air-cooled transverse V-Twin stirred the soul perhaps even more than a BMW Boxer. However when in the market myself around the time the Stelvio NTX was released, it was the fizzing ADHD kid that was KTM’s 990 Adventure R that actually got my money.

Moto Guzzi VTT Launch Badge
Moto Guzzi V85 TT

Anyways, enough of a history lesson, and reflections on my bike buying habits, lets get on to the eagerly anticipated new kid on the adventure block from Moto Guzzi, the V85 TT.

Moto Guzzi VTT Launch Showroom
Moto Guzzi V85 TT – KYB supply the suspension

Produced in the beautiful northern Italian town of Mandello Del Lario, a fact proudly highlighted on the instrumentation of the V85 TT. The Moto Guzzi factory overlooks the glamorous Lake Como. Guzzi have been producing their machines in those glorious surroundings since 1921. Like most Italian companies the ownership of the brand has changed from time to time, and for the past 15 years Guzzi has benefitted from being under the stewardship of the Piaggio Group. Brands such as Aprilia also under Piaggio’s purview and in recent years Moto Guzzi has benefitted greatly from the tie-up via a great injection of technology from their cousins over at Noale.

Moto Guzzi V TT Dash
A useful USB port is tucked away beside the instrumentation. Win! The instrumentation automatically adjusts its brightness to suit the ambient lighting conditions and changes colour completely when things turns proper dark.

The new V85 TT even boasts the same Marelli 7SM ECU smarts as the 200+ horsepower Aprilia RSV4 sportsbike, along with traction control and ABS systems all linked to the fly-by-wire throttle. Importantly though, it is still very much a Guzzi.

Guzzis are different, and the V85 TT is very much different to other options in the adventure-touring marketplace. This is perhaps is its most endearing character trait. Particularly in the technicolour dream-coat yellow-white-red-black colour scheme that Guzzi dub ‘Evocative’.

Moto Guzzi VTT Launch RHS
Moto Guzzi claims the V85 TT tips the scales at 208 kg dry.

Some cruel bastards have dubbed the V85 TT in this colour scheme ‘Ronald McDonald’s bike’. Well I don’t like McDonalds (the burgers are better at Hungry Jack’s), but I do find the V85 TT quite tasty to my colour palette.

Moto Guzzi VTT Launch Snow
Moto Guzzi V85 TT

The quality of the paint finish on the steel trellis frame appears to be fantastic and this extends from the headlight and instrumentation supporting bracketry up front, to the rear grab-rails and luggage rack. It appears deep and lustrous enough to survive the tests of time, and I certainly hope it does.

Moto Guzzi VTT Launch Shoei
Moto Guzzi V85 TT

The 853cc V-Twin is a stressed member that helps form the pelvis of the spine frame while the swing-arm pivots directly off the gearbox before terminating in a shaft final-drive. The ‘jacking’ from the torque reaction as drive is transferred to the shaft has long been relegated to a more dark past of motorcycling history by all brands and the Guzzi exhibits no negative handling traits from its shaft-drive system.

Moto Guzzi VTT Launch Snow
Ground clearance is 210 mm.

However I do find the V85 TT taller geared than I would prefer. And obviously with shaft drive you are stuck with that gearing as shortening the final drive ratio is not quite as simple as adding a few teeth to a rear sprocket or dropping a tooth off the front.

Moto Guzzi VTT Launch Log
Trev describes his riding style as ‘how to do everything completely technically wrong, but somehow still make it to the other end in one piece’. Pretty it’s not, but he has been attending motorcycle launches for two decades and has, as yet, never crashed on one!

Cruising at 100 km/h in sixth gear sees the lightest spinning crank I have ever felt in a Guzzi turning only 3750 rpm. It will pull 70 km/h in first and that means tight and tricky going will need plenty of left hand work to slip that dry clutch. Although it must be said smooth mapping, a reluctance to stall, and a very light pull on that adjustable clutch lever through a nice smooth engagement doesn’t make this too great a chore. It was not all that long ago that BMW Boxers also ran a dry clutch and the smell of clutch in the air at times brought those memories flooding back. That’s not necessarily a negative, BMW ended up getting them right and I have never known Guzzis to have weak clutches, but it is a point worth noting for those that are not accustomed to motorcycles that use a clutch system more akin to a car, instead of the regular wet multi-plate clutch system used in most motorcycles.

Moto Guzzi VTT Launch Reefton
Road mode provides the most eager throttle response but it still far from sharp. In Rain mode the engine response is dramatically dumbed down while the ABS and traction control systems are put on high alert for the earliest possible intervention.

The transverse engine pulls quite willingly past 8000 rpm but I found myself often forgetting that 80 horsepower top end was there. The long legged gearing made revving the Guzzi that hard almost a conscious decision. Most of the time I was loping around below 5000 rpm and thinking gee this engine doesn’t really pull all that hard. Only to then force things past that marker to find an engine that actually surprises a little in the top end.

Moto Guzzi VTT Launch Riding
Twin 320 mm floating stainless rotors are clamped by four-piston radial-mount Brembo calipers

The official claims from Moto Guzzi quote 80 horsepower at 7750 rpm and 80 Nm of torque at 5000 rpm. The torque curve does not feel, to the seat of my DriRider pants, quite as broad as their (supplied) dyno chart suggests, but to be fair the engines were hardly broken in and traditionally Guzzi engines do take some time to loosen up and give their best.

Moto Guzzi VTT Launch Engine Front
Engine features a high-capacity (430 watt) alternator. Marelli supplies the single 52mm ride-by-wire throttle body and 7SM ECU

It is not as willing as the latest BMW F 850 GS, but is not too far off the outgoing F 800 GS engine. But with a more endearing character than the fluffy BMW 800 parallel twin ever mustered before it got its new crank phasing for the latest 850 generation of the model that finally gave the BMW twin some bark.

Guzzi have lightened the crank compared to the ‘V9’ street-bike models that also utilise this new engine platform along with lighter forged pistons that Guzzi claim contribute to 30 per cent lower reciprocating mass.

That would normally be a good thing but to my mind what makes a Guzzi, a ‘Guzzi’, is a bloody heavy crank that makes you really feel those pistons pumping away mightily out each side of the bike.

Moto Guzzi VTT Launch Dirt
Riding modes include Road, Rain and Off-Road. The Off-Road setting automatically switches ABS off on the rear brake while adding a little more engine braking and opening the traction control algorithms up a little to allow a bit more slip. The front ABS can also be switched off via a menu.

Granted, these 84mm slugs are a fair bit smaller than the 95mm pistons used in the outgoing 1200 Guzzi models. The move to more free spinning internals of course has benefits in regards to how quick the engine revs (even if that nature is somewhat hobbled by moonshot gearing), it also makes this Guzzi lose a little of its potential charm. Still, the engineering principles are sound and I would expect this push-rod engine, complete with roller cam followers, titanium inlet valves, virtual dry sump and a single 52mm throttle body will provide a long and trouble free service life. Thanks to its relatively simplistic lay-out I would also expect and hope that servicing the Guzzi will be an easy affair.

A deeply finned sump serves as an oil cooler and Guzzi claims the new engine is thermally efficient enough to not require an oil-heat exchanger or radiator. Thus this new engine is a rare bird indeed as we march forlornly towards Euro5 emission regulations. As the launch was conducted in single-digit temperatures we can’t tell you if the engine transmits too much heat to the rider. The rocker covers seemingly have some sort of second skin that prevented them from getting hot enough to warm my gloves during snow photo stops!

Moto Guzzi VTT Launch Head Gloves
As a stressed member the engine forms a structural element of the chassis

No doubt it is that clever Marelli ECU that enables Moto Guzzi to meet all looming emissions standards without the requirement for liquid cooling and that alone deserves some major kudos. There might be hope for the DR650 yet!

Moto Guzzi VTT Launch Muffler
The pre-muffler and catalytic convertor set-up on the V85 TT is a monstrosity of epic proportions. Thankfully it is largely hidden but as it is so large, it is a wonder that they also required such a large muffler. The rear disc rotor measures 260 mm in diameter while Brembo supplies the two-piston caliper

It is also electronic smarts that a few years ago helped Guzzi rid themselves of a not so welcome trait that they were infamous for. Massive levels of engine braking that mandated any down-shifts to be done slowly, deliberately and a long way before any approaching corner, if not to enter said corners sideways in a compression lock-up, have long been tamed by the move to ride-by-wire throttle some years ago. The V85 TT does not require a learned Guzzi specific riding technique in any way and is user friendly from the word go.

Moto Guzzi VTT Launch Seats
Moto Guzzi V85 TT

The riding position feels quite natural in most ways except for the bars being exceptionally wide. The seat is beautifully finished and accommodated my ample buns quite nicely. At 830 mm the seat is also quite low while the pegs were at a good height and the vision ahead clear. The screen works well enough without being obtrusive and there is a larger screen on offer from the accessories catalogue if one so desires.

Moto Guzzi VTT Launch Mirrors
Mirrors are perhaps the best I have ever used. Cruise control is standard. Heated grips are not.

One positive from the ultra wide bars is that the mirrors are absolutely outstanding with a great field of rearward vision and zero vibrations at any speed. The pegs are rubber topped to help quell any vibes to your feet on long hauls and the rubber tops are removed by a single 10mm bolt when it is time to head off-road in wet conditions. And wet and cold conditions we certainly had!

Moto Guzzi VTT Launch Snow
Moto Guzzi V85 TT

Unfortunately this made testing the suspension almost impossible. The near freezing conditions meant that corners could not be attacked with any sort of vigour that would really put the suspension to the test. What I can say though is that over corrugation ripples off-road there was no sense of jack-hammering from the rear end, a trait all too common when you combine shaft drive with a shock not up to the job. The bike steered well, held a chosen line and showed no problematic characteristics, but we didn’t get the conditions required to really put the suspenders through the wringer.

Moto Guzzi VTT Launch Dirt
The ABS is a dual-channel unit supplied by Continental

The rear suspension is also a little different than most with the shock off-set to the right and working directly on the swing-arm, negating the need for a bottom linkage. Yes, somewhat like the PDS system on a KTM, but in this case the shock is mounted to one side and attached to a fairly rearward point on the drive-shaft, which also doubles as the RHS of the swing-arm.

Moto Guzzi VTT Launch Shaft
Shaft drive means no chain maintenance. It isn’t the sturdiest looking shaft drive housing I have seen but hopefully it proves up to the job long term. Swing-arm pivots directly off the gearbox

KYB supply both the shock and the forks that offer 170 mm of travel at each end. Preload and rebound damping is adjustable at both ends. Ground clearance is 210 mm.

Moto Guzzi VTT Launch Reefton
A reasonably sturdy bash-plate is standard on the V85 TT

Outright braking power was also hard to judge in the conditions we experienced but they did prove progressive and predictable in what were some seriously sketchy conditions.

Rolling on a 19-inch front and 17-inch rear the Tri-colour variants of the V85TT ride on Michelin Anakee rubber while the solid colour models are shod with Metzeler Tourance Next. The rims are spoked but require tubes thus there is no tyre-pressure monitoring system available to add to what otherwise is a very comprehensive cockpit suite displayed on the full colour TFT dash.

Moto Guzzi VTT Launch Lights
Both the brake and clutch levers are adjustable

The other annoyance is that while there is a gear position indicator, there is no gear position sensor on the gearbox. Instead the ECU works out what gear it is in via a combination of RPM and rear wheel speed. This means that when you are sandwiched between two trucks after lane-splitting to the front of the traffic lights the neutral light does not go out until you start rolling, which had me on tenterhooks when the lights went green as to whether I was actually in gear or not. This is compounded by the fact that there is no audible or sensory feedback when you select first gear. It is a minor gripe, but still, it shitted me!

Moto Guzzi VTT Launch RHR
Moto Guzzi quoted ‘aeronautical references’ when describing their twin tail-lights which they equate to the look of a twin-engine jets after-burners… Where are the flames!

Sophisticated and switchable traction control and ABS systems married to individual riding modes are all standard while the instrumentation is both comprehensive and clear. A six-segment fuel gauge allows you to keep an eye on how much of that generous 23-litre fuel capacity is remaining. The ambient temperature display laughs at you as it registers 0-degrees while realising that Moto Guzzi had not fitted the optional heated grips to the bikes prior to the Australian launch.

Moto Guzzi VTT Launch Snow
The engine has always been a focal point for Moto Guzzi stylists and the V85 TT is no different.

Further down the track Guzzi will add phone/intercom and navigation functionality to the dash via an app on your smartphone that will connect to the bike via bluetooth but this technology is not available at launch. Hopefully early buyers of the machine will be able to retrofit this at a modest cost when it becomes available later this year.

Moto Guzzi VTT Launch Lights Dark
The twin head-lights might conjure memories of the NTX 650 from 1996 and the Quota 1000 from 1989 but those bikes certainly never sported the bespoke Moto Guzzi eagle shaped daytime running lights to add that final piece of Guzzi signature to their form.

In the adventure-touring segment Moto Guzzi are providing something that is distinctly different. For those that speak Guzzi fluently from previous experiences with their unique V-Twins, I believe you might miss the loping gait of that heavy crank throw, but otherwise there is enough to still enough Guzzi flavour to savour.

Moto Guzzi VTT Launch Snow RHR
Moto Guzzi V85 TT – Image by TH

It is not an off-road supremo to the level of a GS, or a competitor for the coming more hard-core Tenere 700 Yamaha or the new 790 Adventure from KTM. It is an all-roads touring machine that opens up a little more horizons to riders who are in to the softer level of adventure, Guzzi makes no pretentions of this being otherwise.

Moto Guzzi VTT Launch Snow
The 23-litre fuel tank is the largest in this mid-capacity segment and should guarantee touring ranges in excess of 400 kilometres.

The price of admission for the single colour option V85 TT machines is $20,690 ride away while the Tri-Colour variants command a $700 premium. That is getting up there for a mid-capacity touring machine but that is the price you pay for something a little bit different I guess. The V85 TT certainly stands out from the crowd, and I don’t mind being a bit different….

Moto Guzzi VTT Launch Colours
A tribe of V85 TT in the Victorian High Country

Moto Guzzi V85 TT Specifications

ENGINE
Type 4 stroke, 4 valve 90° V-twin with twin spark ignition
Cooling Air
Engine capacity 853 cm³
Bore and stroke 84 x 77 mm
Compression ratio 10,5 ± 0,5 : 1
Idle engine speed) 1300 ± 100 rpm
Maximum power 59 kW (80 HP) at 7750 rpm
Maximum torque 80 Nm at 5000 rpm
Fuel system / Ignition system Magneti Marelli 7SM2 electronic fuel injection; 52 mm diam. ride-by-wire throttle body, Magneti Marelli injectors, two lambda probes, torque control
Start-up Electric
Spark plugs NGK IR MR8BI-8
Exhaust system stainless steel, 2-in-1 type, three-way catalytic converter with double lambda probe
Emissions compliance Euro 4
Transmission
Gearbox mechanical, 6 speeds with foot lever on the left hand side of the engine
Gear ratio values 1st 16/39 = 1 : 2,437
2nd 18/32 = 1 : 1,777
3rd 21/28 = 1 : 1,333
4th 24/26 = 1 : 1,083
5th 25/24 = 1 : 0,96
6th 27/24 = 1: 0,888
Primary drive With gears, ratio 18/23 = 1 : 1,277
Final drive with cardan shaft, ratio 8/33 = 1 : 4,125
Clutch single disc dry clutch with flexible coupling
Fuel supply Electronic fuel injection (Marelli 7SM2)
Final drive Cardan shaft / ratio 8/33 = 1: 4,125
Cooling Air
Frame High strength tubular steel frame.
Gearbox Mechanical 6 speed transmission, with shift pedal on left hand side of engine
Steering rake angle 25,7°
Trail 128.3 mm
Chassis
Front suspension 41 mm diameter telescopic hydraulic fork Stroke 168 mm
Rear suspension Die-cast light alloy swingarm with 1 shock absorber adjustable spring preload and hydraulic rebound. Stroke 102 mm, 170mm travel
Front brake 320 mm stainless steel floating disc, radial calliper with four opposing 32 mm pistons
Rear brake 260 mm stainless steel disc and floating calliper with two 22 mm pistons
Front wheel 2.5″ x 19″
Rear wheel 4.25″ x 17″
Front tyre 110 / 80 R19 59V Inflation pressure: 2,5 bar
Rear tyre 150 / 70 R17 69V Inflation pressure: 2,8 bar
Fork oil – right stem 446 cmLevel from sleeve edge: 144 mm
Fork oil – left stem 360 cmLevel from sleeve edge: 143 mm
Front wheel 2.5″ x 19″
Rear wheel 4.25″ x 17″
Front tyre 110 / 80 R19 59V Inflation pressure: 2,5 bar
Rear tyre 150 / 70 R17 69V Inflation pressure: 2,8 bar
Maximum Length 2240 mm
Maximum width 950 mm
Height (at adjustable windshield) 1300-1325 mm
Wheelbase 1530 mm
Kerb weight 229 kg
Max. vehicle load 448 Kg (rider + passenger + luggage)
Capacity
Fuel tank (including reserve) 23 ± 1 L
Fuel tank reserve capacity 5 ± 0.5 L

Moto Guzzi’s tradition of adventure

Moto Guzzi boasts a solid off-road tradition and the acronym ‘TT’ stands for “tutto terreno” (all terrain) and builds on a tradition that was established by the marque with their Gold Medal winning ISDE machines in the 1930’s. In 1957, Guzzi offered the Lodola Regolarità, followed by the Stornello Regolarità in 1962.

Moto Guzzi took on the Paris-Dakar in 1985 with the V65 Baja and the following year with the V75 Baja, where they proved robust and reliable.

The high front mud-guard and double front head-light in the V85 TT are reminiscent of the NTX 650 from 1996 and the Quota 1000 from 1989.

Source: MCNews.com.au

Watch Ewan McGregor ride Moto Guzzi V85 TT

Call us sceptics, but we wonder whether a stunt rider did some of the riding for Ewan McGregor in this Moto Guzzi promotional video for the new V85 TT.

It was filmed in southern Sardinia to promote the launch of the bike and Ewan as the bike’s ambassador.

Ambassador McGregor 

Ewan has been a brand ambassador for Moto Guzzi for a few years now.

He says his father had a Moto Guzzi and he has several old California cruisers in his motorcycle collection.

In a previous Moto Guzzi promo video, Ewan rides a cruiser.

Ewan isn’t as skilful off-road as Charley who competed in the 2006 Dakar Rally, which makes us wonder about the riding in the V85 TT video.

His ambassador role is also one of the reasons preventing him from doing a proposed Long Way Up tour of South and North America with longtime friend Charley Boorman.

While the pair rode BMWs in their 2004 Long Way Round and 2007 Long Way Down, they are now ambassadors for different companies.

Charley has been brand ambassador for Triumph for several years.

In 2015, Ewan said he may ride from California to the tip of South America on a Moto Guzzi Stelvio. That never happened and the Stelvio was retired a year later.

Now Moto Guzzi has replaced it with the V85 TT, so there is at least a suitable adventure bike for Ewan to ride.Ewan McGregor Moto Guzzi V85TT Long Way Up on Moto Guzzi and Triumph

If Triumph and Moto Guzzi could come to an understanding, the pair could team up together again and ride different bikes.

Both companies have much to win from such a joint effort and a lot to lose — remember Charley’s tantrum when KTM pulled their support for Long Way Round!

However, Charley told us last year that Ewan’s relationship with Moto Guzzi would not necessarily foil their plans:

We’ve been talking about it a long time and if the stars align we will do something like a Long Way up from Tierra Del Fuego to Alaska in the next couple of years. It really is close now. Ewan’s always had a loose relationship with Moto Guzzi so there’s no conflict there.

Charley Boorman answers questions from readers writer Ewan McGregor Moto Guzzi V85TT Long Way Up on Moto Guzzi and Triumph
MBW with Charley Boorman

Long Way Back

It’s been a long time between trips for Ewan McGregor and Charley Boorman.

From 14 April 2004 to 29 July 2004, they rode across Europe and the USA in Long Way Round and from 12 May to 4 August 2007 they rode from the top of Scotland to Cape Town in South Africa for Long Way Down.

With Ewan becoming increasingly busy with Hollywood movies, Charley squeezed in the 2006 Dakar rally for his series, Race to Dakar, and has produced several other travel shows.

We’d love to see the pair ride the Americas on a V85TT and a Triumph Scrambler 1200.

Source: MotorbikeWriter.com

Long Way Up on Moto Guzzi and Triumph?

There are two things that have prevented Ewan McGregor and Charley Boorman completing their proposed Long Way Up tour of South and North America.

There is the fact that Ewan is so busy with Hollywood movies he can’t afford a few months off and there is also the fact that Ewan is ambassador for Moto Guzzi and Charley is ambassador for Triumph.

The pair rode BMWs in their 2004 Long Way Round and 2007 Long Way Down.

In 2015, Ewan said he may ride from California to the tip of South America on a Moto Guzzi Stelvio. That never happened and the Stelvio was retired a year later.

Ewan McGregor Moto Guzzi V85TT Long Way Up on Moto Guzzi and Triumph
Ewan tries the sleeping arrangements on the V85TT!

Now Moto Guzzi has replaced it with the V85TT which Ewan recently rode in Southern Sardinia.

If Triumph and Moto Guzzi could come to an understanding, the pair could team up together again and ride different bikes.

Both companies have much to win from such a joint effort and a lot to lose — remember Charley’s tantrum when KTM pulled their support for Long Way Round!

However, Charley told us last year that Ewan’s relationship with Moto Guzzi would not necessarily foil their plans:

We’ve been talking about it a long time and if the stars align we will do something like a Long Way up from Tierra Del Fuego to Alaska in the next couple of years. It really is close now. Ewan’s always had a loose relationship with Moto Guzzi so there’s no conflict there.

Charley Boorman answers questions from readers writer Ewan McGregor Moto Guzzi V85TT Long Way Up on Moto Guzzi and Triumph
MBW with Charley Boorman

Long Way Back

It’s been a long time between trips for Ewan and Charley.

From 14 April 2004 to 29 July 2004, they rode across Europe and the USA in Long Way Round and from 12 May to 4 August 2007 they rode from the top of Scotland to Cape Town in South Africa for Long Way Down.

With Ewan becoming increasingly busy with Hollywood movies, Charley squeezed in the 2006 Dakar rally for his series, Race to Dakar, and has produced several other travel shows.

We’d love to see the pair ride the Americas on a V85TT and a Triumph Scrambler 1200.

Source: MotorbikeWriter.com

Moto Guzzi reveal V85 TT price and specs

Moto Guzzi has released the tech specs the 58kW V85 TT that arrives here in June in two models with a choice of two colours, initially.

Base-model single-colour “Grigio (grey) Atacama” (pictured above) will cost $18,890 (plus on-road costs) while the Enduro Premium (below) with multi-colour “Giallo (yellow) Sahara” paint costs $19,590.Moto Guzzi V85 TT arrives colours specs

Moto Guzzi Australia says these prices are “tentative” so we guess they could change with final specification or currency exchange rates.

Pricing compares with the following European scramblers and adventure bikes: Ducati Multistrada 950 ($18,390); Scramblers ($15,499-$17,290); BMW R nineT GS and Scrambler ($17,690-$18,750), F 850 ($17,990-$22,305); KTM 1090 Adventure R ($19,995); and Triumph Tiger 800 ($15,590-$18,350), Street Scrambler ($15,900).

Colour choice may also be expanded down the track.

The Enduro Premium model comes with a red painted frame, double-coated components, tri-colour fork protectors and a Skai (perforeted suede look) saddle with the Moto Guzzi logo double stitched in grey thread.

It will be shod with the new Michelin Anakee Adventure tyres for 80% road and 20% off-road.

Moto Guzzi Australia is already taking orders and say they are being “quickly snapped by customers”.

Tech specs have now also been released. See the end of this article for the full tech specs.

In summary, it has 85kW of power, 80Nm of torque, a high 830mm seat and weighs 229kg with 90% fuel in the 21-litre tank.

TT by name

TT stands for “tutto terreno” (all terrain in Italian), so it features several all-terrain features.

They include a high beak, high exhaust pipe, twin headlights, wired wheels, handguards, tubular steel frame, bash plate, high clearance and 1980s motorsport colour scheme.

We’re not really sure if it’s a scrambler or an adventure bike. Maybe it’s a new niche in between the two.

V85 TT features a unique asymmetric swingarm housing the shaft drive.

We believe theEnduro Premium will have an Ohlins mono shock and forks.

V85 TT should capably plug the gap left by the Stelvio which was shelved because the engine could not meet the new emissions standards.

Moto Guzzi V85 TT arrives specs
V85 TT in the Moto Guzzi wind tunnel at Mandello del Lario

When I visited the Mandello factory on the shores of Lake Como in July 2018 the assembly was already prepared for the start of production.

Our only concern about this beautiful adventure bike is that it is too pretty for off-road use.

What happens if you drop it as many adventure riders do?

Like a BMW R 1200 GS (and now 1250), it will need substantial protection for those heads, for a start.

Clever instrumentsMoto Guzzi V85 TT specs

The full colour, fully digital TFT screen has a host of information.

The two-helmet symbol at the top indicates electronic preload adjustment while the menu is expected to display various engine modes and possibly traction control settings.

A phone icon suggests it has Piaggio’s new connectivity app available for Android and iOS phones.

It allows the owner to ping their bike and locate it in a parking lot. It also has a panic alert system, which connects you with the pre-designated contacts in case of an emergency.

The app reminds the rider of a pending service, helps owners locate the nearest service stations and includes a customer care service.

This system was developed with German component manufacturer Hella. and is available on Piaggio scooters and Aprilia motorcycles.

It can be retrofitted through official service centres. Moto Guzzi V85 TT specs

The bike is a tribute to the Moto Guzzis that competed in African rally raids and the Dakar rally in the 1908s.

Moto Guzzi boasts of a “solid off-road tradition” extending back to the Six Day Reliability Trial in Austria 1939 where Moto Guzzi participated with the GT 20 and went on to win four gold medals.

The Italian manufacturer tackled the Paris-Dakar rally in 1985 with the V65 Baja and the following year with the V75 Baja.

Moto Guzzi V85 TT tech specs

Moto Guzzi V85 TT arrives mid-2019 season 2019
V85 TT
  • Engine: Transverse 90°, 853cc V twin, 2 valves per cylinder
  • Bore and stroke: 84 x 77mm
  • Compression: 10.5:1
  • Power: 59kW (80hp) @ 7750rpm
  • Torque: 80Nm @ 5000rpm
  • Fuel: 21 litres (including 5L res)
  • Economy: 4.9L/100km
  • CO2: 118g/km
  • Transmission: dry clutch, 6-speed
  • Frame: tubular steel
  • Seat: 830mm
  • Dry weight: 208kg
  • Wet weight: 229kg
  • Suspension: 41mm hydraulic telescopic USD fork, with adjustable spring preload and hydraulic rebound; double-sided swingarm in box-type aluminium, single shock, adjustable spring preload and hydraulic rebound, 170mm travel
  • Brakes: 320mm twin floating discs, Brembo radial-mounted callipers with 4 pistons; 260mm steel disc, floating calliper with 2 pistons
  • Wheels: 2.50” x 19”; 4.25” x 17”, spoked
  • Tyres: 110/80 – R19, 150/70 – R17

Source: MotorbikeWriter.com

The Moto Guzzi V 1000 I-Convert

Moto Guzzi V 1000 I-Convert

With Phil Aynsley


When it launched in 1975 the Moto Guzzi V 1000 I-Convert became the first production motorcycle fitted with an automatic transmission. Honda’s CB750A followed in 1976.

PA Moto Guzzi V I Convert
Moto Guzzi V 1000 I-Convert – The first motorcycle to boast an automatic transmission

The impetus behind the idea came from De Tomaso who thought Guzzi’s future lay in more touring oriented models, rather than sporting ones. While the chassis and running gear was almost unchanged from the 850 T3 California the motor received considerable attention.

PA Moto Guzzi V I Convert
Moto Guzzi V 1000 I-Convert

It was one the first Guzzis to use the 949cc version of two-valve V-twin. A Sachs torque converter and dry multi-plate clutch replaced the normal 5 speed gearbox and single plate clutch.

PA Moto Guzzi V I Convert
Moto Guzzi V 1000 I-Convert

However a manual two-speed gearbox (requiring the use of the clutch) was used so as to enable low or an overdrive high range. Low was good for about 130km/h and while the manual advised against it, high could be selected under 65km/h.

PA Moto Guzzi V I Convert
Moto Guzzi V 1000 I-Convert

Normal practice was to engage either high or low gear before riding off, depending on whether town or open road use was planned. A wet weight of 272kg and maximum output of 71hp at 6500rpm limited the top speed to around 170km/h.

PA Moto Guzzi V I Convert
Moto Guzzi V 1000 I-Convert

Other modifications to accompany the transmission was an ATF pump, holding tank and cooler with associated plumbing.

PA Moto Guzzi V I Convert
Moto Guzzi V 1000 I-Convert

The Convert was updated in 1979 and was sold until 1984 but it was never a big seller. This US model is in unrestored, standard condition, apart from the mufflers.

PA Moto Guzzi V I Convert
Moto Guzzi V 1000 I-Convert

Source: MCNews.com.au

2019 Moto Guzzi V7 III Stone & Stone ‘Night Pack’

Moto Guzzi V7 III Stone Updates

‘Night Pack’ variant in Nero Ruvido, Bronzo Levigato & Blu Pungente


Moto Guzzi’s V7 is one of the brand’s most celebrated and well-known models, with the third generation currently on offer in the form of the V7 III. Recently the 2019 Stone and Stone Dark Pack variations were updated for the new year model and presented at EICMA.

Moto Guzzi V III Stone
2019 Moto Guzzi V7 III Stone

The V7 III family is made up of seven versions – the Stone, Special and Racer; joined by V7 III Rough, V7 III Milano and V7 III Carbon, which introduce a series of special parts capable of giving each one a very different connotation and a unique character.

Moto Guzzi V III Stone
2019 Moto Guzzi V7 III Stone

V7 III Limited, made in only 500 numbered units, represents the most recent news in a range which, for 2019, offers aesthetic upgrades on the V7 III Stone, available from next spring also in the “Night Pack” variation, characterised by full LED lights and new specific stylistic details.


2019 V7 III Stone

The 2019 Model Year of the eclectic V7 III Stone forsakes any chromium detail to embrace matt black paint, paired with a saddle that has a passenger grab strap. The headlight frame is also not chrome, but black.

Moto Guzzi V III Stone
2019 Moto Guzzi V7 III Stone

The front mudguard is painted to match the fuel tank and the logo on the side panels has been completely renewed, as has the eagle that decorates the tank, now done in a burnished finish.

Moto Guzzi V III Stone
2019 Moto Guzzi V7 III Stone

The total “dark matt” look characterises the new V7 III and distinguishes it from the other versions, but that is not the only difference. V7 III Stone rolls on alloy wheels and has single circular display instrumentation. The front mudguard is further shortened to enhance the essential nature of this model.

Moto Guzzi V III Stone
2019 Moto Guzzi V7 III Stone

In addition to Nero Ruvido, V7 III Stone is available in two new and attractive satin finish colour schemes , Grigio Granitico and Rosso Rovente.


2019 V7 III Stone ‘Night Pack’

In 2019 the V7 III Stone will also be available in the Night Pack variation, characterised by significant styling and functional changes, the first of which is the implementation of new LED lights which ensure high lighting power for the headlight, turn indicators and taillight.

Moto Guzzi V III Stone Night Pack
2019 Moto Guzzi V7 III Stone Night Pack

This version, aesthetically defined by the low positioning of the headlight and the instrument cluster, boasts a new rear mudguard, short and sleek, on which the brake light bracket is integrated, as well as the licence plate holder, which is also revamped.

Moto Guzzi V III Stone Night Pack
2019 Moto Guzzi V7 III Stone Night Pack

The dedicated saddle is heat welded and enhanced by the embroidered Moto Guzzi logo. V7 III Stone Night Pack will be available in the classic Nero Ruvido livery and in the Bronzo Levigato and Blu Pungente variations. Unfortunately though, on present indications the 2019 Moto Guzzi V7 III Stone Night Pack will not be in Australia until the second half of 2019.

Moto Guzzi V III Stone Night Pack
2019 Moto Guzzi V7 III Stone Night Pack

2019 Moto Guzzi V7 III Stone Specifications

ENGINE
Type Air-cooled, four-stroke longitudinally mounted V-Twin, OHV, 2-valve with ally pushrods and rockers
Displacement 744cc
Bore & Stroke 80 x 74mm
Compression Ratio N/A
Max. Power Output 38 kW (52 hp) at 6200rpm
Max. Torque 60 Nm at 4900 rpm
Oil Capacity N/A
FUEL SYSTEM
Carburation Weber-Marelli EFI
Fuel Tank Capacity 21 L(inc reserve)
Fuel Consumption 5.5 l/100 km
ELECTRICAL SYSTEM
Starter Electric
Battery Capacity 12V 330W 14 Amph
ACG Output N/A
DRIVETRAIN
Clutch Type Single disc, dry with cush drive
Transmission Type 6 speed
Final Drive Shaft
FRAME
Type Double cradle tubular frame in ALS steel with detachable elements.
CHASSIS
Dimensions (L x H) 2185mm x 1100mm
Wheelbase 1445 mm
Caster Angle 26.4°
Trail 106 mm
Seat Height 770 mm
Ground Clearance 130 mm
Kerb Weight 209 kg
SUSPENSION
Type Front 40mm hydraulic telescopic fork, 130mm travel
Type Rear Die cast light alloy swingarm with two shock absorbers, adjustable spring preload
WHEELS
Type Front 18″ in lightweight alloy
Type Rear 17″ in lightweight alloy
Rim Size Front N/A
Rim Size Rear N/A
Tyres Front 100/90 x 18in
Tyres Rear 130/80 x 17in
BRAKES
ABS System Type ABS
Type Front 320mm stainless steel floating discs, Brembo callipers with differently sized opposed pistons
Type Rear 260mm stainless steel disc, floating calliper with 2 pistons
INSTRUMENTS & ELECTRICS
Instruments Single multifunction display
Security System N/A
Headlight LED

Source: MCNews.com.au