The Middleweight ADV Bike With BMW GS Comfort And Italian Character
BMW’s GS lineup has dominated the adventure bike segment (be it midweight or full-size) for a long time now. But that also means these machines are rather common today. So it’s fair for you–as a potential ADV customer–to want something different but with similar comfort and pizazz as the GS. If that sums up your ADV dilemma right now, we have a solution. It hails from Italy (actually made in Italy, unlike certain Ducatis), has a boxer-like powerhouse, and tops all that with top-drawer comfort for the midweight space.
The Middleweight ADV Segment Is More Crowded Than Ever
Speaking of today’s midweight space, nearly every bikemaker has entered the party. Some take a really serious approach, like the KTM 890 Adventure R. These are off-road-centric machines first, with a focus on comfort coming as a secondary or tertiary requirement. The Tiger 900 Rally Pro belongs in the same space.
Opposite to them are road-biased machines like the Triumph Tiger 850 Sport and Suzuki V-Strom 800 (non-DE). They want to stay on the road as much as possible, although the 19-inch wheel does allow an occasional excursion. All that means there is something for everyone here, whatever your requirements may be.
But It Lacks Real Italian Flair
However, things narrow down drastically as soon as you bring Italian character into the mix. You’re technically left with just four or five bikes. Two of these come from Ducati: the fresh DesertX V2 and the Multistrada V2. The former takes the off-road-centric approach, while the latter takes the road-biased approach. So neither has the BMW GS balance we’re looking for. Same goes for the Aprilia Tuareg 660. That leaves us with an off-beat Italian machine from Moto Guzzi, which has the best blend of Italian character and BMW comfort.
Moto Guzzi’s V85 TT Is Comfortable, Italian, And Attainable
We’re talking about the V85 TT. This is Moto Guzzi’s answer for the new-age middleweight ADV class, taking on motorcycles from all over the world. Its arch-rival, though, seems to be BMW’s F 800 GS. And the TT does a great job at matching it in some regards, while beating it in others. At the same time, its Italian nature means you get that exclusive swagger you’d expect from a premium brand. Not to mention, Moto Guzzi remains lesser-known in the US, so you’ll surely have people striking up conversations at bike meets.
The V85 Comes In Three Variants
Speaking of which, the V85 is offered in three trims. The Strada serves as the stripped-back base variant, mainly focused toward road riding first evident from the alloy wheels. Then, we have the TT that brings spoke wheels and a couple of other extras for a more ADV-like experience. Last but not least is the touring-ready Travel version. This builds on the TT by throwing in a larger windscreen, hard panniers, heated grips, and a special livery. Out of these, the TT is the most complete, which is why we’re focusing on that here.
A Near-$13,000 MSRP Puts The V85 TT In A Premium Position
The V85 TT sells for $12,790. That positions it right in the heat of the midweight ADV segment, above smaller bikes like the Yamaha Tenere 700 and Suzuki V-Strom 800DE, but below more premium bikes like the KTM 890 Super Adventure R and BMW F 900 GS. More importantly, it sits $1,795 more expensive than the base F 800 GS. That isn’t a nice place to be since underrated bikes usually need to undercut direct rivals to stand out in the segment. You should know that the V85’s case gets better once you dive into the details.
A Transversal V-Twin Stands Out In The Parallel-Twin-Laden Segment
On that note, the most unique aspect here is arguably the engine. You get a transversal air-cooled 853cc V-twin powerhouse, setting it apart from the sea of parallel-twin rivals. So the cylinders protrude outward from the chassis for a distinct aesthetic. As for output, you get 80 horsepower and 61 pound-feet, with the latter at just 5,100 RPM.
That is lower than nearly all of its midweight rivals. You also get variable valve timing for an even better spread of power. All that juice reaches the wheel via a six-speed transmission and final shaft drive. The latter means no worry of chain cleaning every 300 miles.
Adjustable Suspension Helps Boost Versatility
Coming to the chassis, Moto Guzzi has made sure the V85 ticks the essential boxes. A steel trellis chassis is present as the centerpiece, housed on 41 mm USD forks and a monoshock. The shock is laterally mounted instead of in a central position like rivals. While we don’t know the advantage of this, we do know there is 6.7 inches of travel and adjustability at both ends. You even get a remote preload adjuster at the rear–a rarity in this price bracket.
Rounding things off are the wheels and brakes. A set of 19/17-inch cross-spoke wheels come standard, featuring dual 320 mm front discs with Brembo monobloc four-piston calipers and a 260 mm rear disc with a two-piston caliper. Overall, the package seems enough for gliding over most stuff you’ll encounter in the real world or on occasional trails.
While at it, you’ll appreciate the likable dimensions. The saddle height is 32.6 inches, while the weight is 507 pounds. Considering you get one of the largest fuel tanks (six gallons) in the midweight segment, the weight is impressively low. However, Moto Guzzi hasn’t shed light on the wheelbase, ground clearance, or rake.
All The Useful Tech Comes Standard
No Italian bikemaker holds back on tech in 2026, and Moto Guzzi isn’t different. A six-axis IMU and ride-by-wire work in tandem to allow cornering ABS, traction control, ride modes, and cruise control. You access these via a TFT instrument cluster–identical to some Aprilias–that shows a variety of information and has smartphone connectivity for tracking phone info on the fly. Lastly, nitty-gritty bits like LED lights, an adjustable windscreen, an aluminum skid plate, and handguards boost the attention to detail.
Source: Moto Guzzi
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