ScuRoo

Meanwhile, here’s latest release on V85TT

Excerpts from Piaggio Vice President re 2021 water cooled plans: What are the priorities for the Piaggio group then? "Consolidate Aprilia and Moto Guzzi and grow with motorcycles in Europe and the United States, then grow with the bikes on the Asian market where, as KTM and Kawasaki teach, we need the right displacement to break in. By 2021 we must complete the Aprilia ranges and Moto Guzzi, with unpublished products, engines and cubes ". The same can be said for Moto Guzzi. "At the last EICMA we showed the concept of the new V85, which will be presented in its standard version and will already be on sale at the next Milan fair.Then, always thinking in the logic of the platform, we want to recover the audience of orphan enthusiasts della Griso, and launch a tourist road, more flexible than our current classic ". We give time to our readers. "The V85 range will come first, with the standard version of the enduro: at EICMA 2018 we will also bring a new concept of the V85, in a more off-road version, and the new range of Aprilia engines and chassis, the first of which will debut on the road. in 2019 ". Why is Piaggio taking so much to re-launch Aprilia and Moto Guzzi? "If we wanted to get to the market early, it would take a year just to launch all the bikes we're talking about, but they would not have been what we really wanted, because they would have cost at least 20% more than we have in mind. We are moving forward with all the trappings to try to be present on the market with the right product.We want to avoid the mistakes of the recent past ". Can we expect an entry level Moto Guzzi in the future? "In the past, the V35 marked a period of great fortune for the brand, we are seriously considering it, and we aim to develop flexible engines that, with small modifications, can cover different sizes". What news on the front of the Mandello del Lario engines? "The new liquid-cooled engines, in a band from 750 to 1000 cc, are planned. We plan to launch them on the occasion of the 100th anniversary of the brand, in 2021 ". https://www.dueruote.it/notizie/attualita/moto-e-scooter-tutti-i-piani-di-moto-guzzi-aprilia-e-piaggio

https://www.google.com.au/amp/s/www.motorcycleforum.com/175-frontpage-articles/121395-moto-guzzi-working-new-water-cooled-v-twin.html%3famp=1 Guzzi always take their time - it’sa Italia trait!

I’m wagering that Federico Martini’s efforts will be unwrapped at the Centennial. All in good time grasshopper’s...

You’re correct Tom M - it ain’t no skunk project V85! Apologies all for any unintended false alarm janglings...

I have just received confirmation... “The Rider is Vittoriano Guareschi.” As to the bike and engine - I will seek further information.

Less than 200kg & 21L tank. Excellent. Translated from https://www.cafe-racer.fr/moto-guzzi-v85-la-tt-en-premiere-de-cordee/ Moto Guzzi V85: the first TT of roped By Bertrand - September 11, Engine, look, concept: since the presentation of the prototype at the last Eicma, late 2017, the V85 is eagerly awaited by the world Guzzi. The veil on the final version last weekend, at the Open House of Mandello del Lario, has only increased the enthusiasm for this brand new machine, which announces a full range of products. a new block. This final version is very close to the proto of Milan: only the front has been slightly modified, with a tubular mesh spider to support the dual optics, previously secured to the handlebars. The ergonomics of the saddle has been reworked. But the TT, since this is its final name, is in every way in line with the original concept: "As soon as we launched this project two years ago, says Marco Lambri, the director of design Piaiggio group, our desire was clearly to develop a classic trail, in line with our motorcycles of the 80s, including the V65TT. These trails of the 80s were simple and robust, and corresponded perfectly to the expectations of bikers. We think this concept is still valid today: who really needs a 150 horsepower engine and a 30 liter tank on a trail? But at the same time, we wanted to combine a classic style with current equipment and behavior, which was not necessarily easy to achieve. We have nevertheless succeeded, and TT has all the elements of a modern motorcycle, starting with electronics with different driving modes, ABS, traction control, cruise control ... " This modernity is embodied in the onboard computer, splendid: the brightness of its large screen is automatically adjusted. Modern also the tank, since for the first time for its classics, Guzzi abandons a real tin can for an element hidden under two plastic covers. "It's part of our hunt for extra pounds," says Lambri. This tank dresses a new tubular frame stiffened by two aluminum side plates. The wheels are 19 for the front, 17 for the rear. No measure is given yet since the motorcycle is passing at this moment the homologations necessary to put it in production. We simply know that the tank has a capacity of 21 liters, that the weight does not exceed 200 kg. And do not be a giant to have both feet on the ground. With the V85TT, Moto Guzzi is launching a brand new 853cc engine on the market. While it retains the basic features of the V7 and V9 ranges: air cooling, two valves per cylinder, distribution by rockers ... But it has been completely redesigned with a lighter crankshaft of 30%, large 53 mm intake bodies , larger valves, and titanium for admission, pistons short skirt ... The goal is clearly to take turns to win horses: this V85 is announced for 80 horses, an increase of 45% over at V9. The maximum torque is announced for 80 Nm at 3,400 revolutions. The V85TT will go into production at the beginning of January for an arrival in concessions from February 2019. Our Italian colleagues of Motociclismo, who could try the proto, announce a sale price around 11 500 euros. Marco Lambri, meanwhile, announced the development of a full range around this new engine that finally fills the performance deficit regretted by fans of V7 and V9. A "more road" proto will be presented at the next Eicma

I checked search but found no entry on the passing of Ivano Beggio (earlier this year) so thought worth posting what I only recently became aware of myself. It’s appropriate to probably acknowledge him as the Father of our magnificent V11’s if he commissioned Marabese for the design. His contributions to the Italian motorcycle racing and development of riders like Rossi etc is very interesting...

Swooshdave “Torque - 115Nm@6000 vs 94Nm@6000rpm“ The R9T Scrambler reads 21Nm more torque than the V11 - plus weighs less. I agree with you about torque, it’s definitely somewhere in there... but “More torque = more fun.” doesn’t really explain it when the V11 has the lesser sum of 94Nm. I grew up riding horses - & the length of the cannon bone (between knee & fetlock) used to be evaluated in assessing suitability of the horses confirmation depending on what performance discipline you wanted to do, ie., dressage, show jumping, race horse etc. So, to my mind I relate that back to the ‘confirmation’ relationship between crankshaft stroke AND conrod length. Somehow, Guzzi horses have that perfect ‘Champions’ confirmation. The elusive ‘Phar Lap’, ‘Winx’ and ‘Black Caviar’ X factor! That’s it! Guzzi’s got it - “Long-legged and easy to live with!”

Been trying to identify the rider in the picture posted previous page - and found this quote in an interview of Gianfranco with his picture tagged TESTER. Also, brother Vittorianno was development rider for the Ducati MotoGP entry, the Desmosedici before later being made team manager. Now, the wearing of Ducati gloves & helmet in picture is clearly odd - so putting the available evidence together I’m wondering whether one or other (or both) of the brothers is the unidentfied rider... New Guzzi bike, Ducati gear, long-term family Guzzi dealer connection, Guzzi racers, tester/development histories, rider style shows expert status... Hmmm!

Focussing solely on and second guessing what the actual horsepower figure eventuates as is a little bit of a mute point - after all it is what it is, 850cc! Moto Guzzi should be congratulated for redesigning and offering riders an air-cooled option which can comply with the Euro5 emission impositions. Other manufacturers like BMW et al, have bailed out and all gone water cooled. I’m loving their contrarian mindset to just say, Hey guys, let’s go swimming upstream and see how much power and efficiency we can screw out with shaving crankshaft weight, titanium valves etc. I know it’s all in the eye of the beholder, but for an Adventure bike, I think this TT is absolutely stunning! I’m not being visually wooed with all the others stark, sharp plastic lines and fancy pants headlights! It’s cool, it’s classic. We’ve clearly been told there’s more coming along... so yep, maybe we should stick with faith, hope and love...

I think it might be worthwhile, at very least interesting, adding a couple of responses from the Spanish same site... Originally written by @Guzziamici From what I have read, they say that in 2021 (the centenariat), they want to close the circle ... but never again was it known about that engine project, a rumor of 1,200 or 1,300 cc liquid cooling. I hope that the big bet is a badly painted motorcycle like that orange california of the 90th anniversary (I think) We will see the comparisons of the V85 with the other brands and how it behaves in the market. Or that they take it out already and not within 2 years. In response to Guzziamici above Cabellero73es goes on to say... Yes it has been known. The new "big block" is announced by the boss of Piaggio, and there are several confirmations that he is working on it. Even in this test it is mentioned again that they will do it when they play ("possiamo farlo e lo faremo, at the moment opportuno"). That they take it out already and not in two years? But if they have been bored to say that the final model will be in November in Milan, to start manufacturing that month and the first deliveries in February. As for what you are saying about the Suzuki Vstorm, that is what there is in fact. Motorcycles light, logical and versatile in which you do not leave a kidney to buy, fun but comfortable to travel without being a transatlantic and operate in the city, short radio, weekend getaways and occasional trips of adventure. That other part of the market that has been lost when the production of the Norge and the Stelvio has stopped (which have always been very minor motorcycles, let's not kid ourselves), you will be able to re-attack when you have a new large block cooled by water, it is the only way to meet the increasingly restrictive Euro4 and especially the Euro5 that sooner or later will play. The only important data that we lack of the V85TT, in addition to confirming definitely that the price remains at 11-12, is the weight. Everything points to 220 kg in running order. If that's the case, it could be what I was reading a couple of days ago in a foreign forum: The Guzzi just at the right time .... Then, if the formula is successful, it is relatively easy to dress it with other clothes and fill a couple of gaps in the catalog ...

This following contribution provides more detail and is translated from a Spanish forum... # 261 · 25 / Aug / 2018, 12:39 · Edited by caballero73es Things that can be read in the report, some new, some already known ... but as a summary what I understood: - Engine: It is the block of the v9 completely redesigned. They reiterate questions that we already knew about the previous Motorcycling report about the engine. 853 cc. 80 HP of maximum power, 80 Nm of torque from 3,400 rpm. At 5,000 turns it holds 130 km / h. Cut at 7,500 rpm. 52mm butterfly body (the V9 has 38mm), 2 valves per cylinder, with more radical geometry, titanium outlet, semi-dry carter with two lubrication pumps (controlled by chain), new crankshaft with 30 % less weight (do you remember that news from two years ago about the development of a new crankshaft in Noale for Guzzi?), reinforced rods and shorter pistons. Reinforced motor block. It complies with Euro4 and will comply with Euro5 when it is implanted (says that working more on the catalyst). - Switchboard: Here they highlight a work in depth, which is not yet finished (in fact, the motorcycle of the test has not yet installed them at all). Three main modes: Road, Rain and Off Track. The management maps not only control the injection, but also the traction control and the ABS. As an example, the Off-Road mode overrides the rear ABS and makes the front as less invasive as possible. As we already knew, the accelerator is electronic (ride-by-wire) - Gearbox: New, with new synchronizing systems. Both the engineer and the tester, say it goes like silk and the "clonk" of the first has disappeared ... we will miss it! - Chassis, new design from scratch. They include a rendering of it. Additionally, the rear tubular structure is added as anchor for side cases and with the trunk anchor included. The swingarm has been lengthened by 70mm compared to that used by the V9 to adapt to the monoshock and to gain stability at high speed. The tested model has no trestle installed, but the axle of the rear wheel has two lugs for a shop storage rack. I understand that that will probably change in the final model. Both the rear brake pedal and the change pedal are adjustable. - Suspensions: The known, although there are no Öhlins here ... The rear shock absorber monkey has 7 positions of preload and regulator of the hydraulic extension. The fork is equally adjustable, but only in the right bottle. - Brakes: radial Brembo with two 320mm floating discs in front and normal disc behind. - Tires and tires: Metzeler Karoo Street and Tourance Next are mounted on the preserver bikes. The radio tires go with an air chamber. - Escape: 2 in 1, with catalyst and presilenciador located under the engine (behind the crankcase). It is protected by the cover carter, although the photos do not look very good if the protection is long enough. - Deposit: 21 liters, made of plastic material. In tests, at a strong pace, the on-board computer showed an average consumption of 19 km / l. Come on, we talked about 400 km of autonomy cheerfully. - Lights: Full Led as it is now said ... the rear wheels are circular (the opening bowler hat is just below the rear pilots). By the way, maybe it was obvious ... but the headlights are fixed, do not rotate with the fork. - Instrument panel: Although it has been the subject of internal debate ... it is the first Guzzi without analog instrumentation. Color picture and with information at hand. Automatic variable lighting. Of the included image that I already put, it is deduced that it takes of series the multimedia system of connection with mobiles and perhaps with helmets bluetooh ?. - Screen: They indicate that it has two positions, one more vertical than the other, manually modifiable with a tool (the tester suggests that in the final version the allen screw system be replaced by bolts that allow it to be made by hand). Enough to remove air from the chest and without generating excessive turbulence in the helmet (although he wears a cross-type helmet and says that some candle effect makes him), thanks to its peculiar design. I imagine that the variants of this screen are going to be an aftermarket hit ... - Posture: Comfortable, with open and wide handlebars (in the photos it looks pretty good when it is curving and how separated are the hands). The pedals allow the legs to be quite distanced from the cylinders, as confirmed in the photos, in fact he comments that the heat of the engine is not too noticeable but something more in the feet, coming from the collector-catalyst that is located in the part down. The seat is one piece, says that comfortable and wide for the pilot, although he indicates that he would like the front area to be a little narrower. - Libreas: Although they had hinted at something else, it seems that finally this white and yellow livery will be a tribute to Claudio Torri's motorcycle in the 1985 Dakar. But also, in monochromatic scheme of a color combined with the red chassis. At the moment, in addition to the black of the preserie units, we have seen photos of a model in dark blue and another in green Legnano: l) - Test: 300 km of curves from Noale. In one of the photos come 4 V85TT, the three blacks used for the tests, and the one that comes with livery. The enthusiasm of the tester regarding the bike is evident, but good here everyone will have their opinion on the degree of realism of these sponsored tests. - Future models. Here we repeat two things that we already knew ... that with this base of engine and chassis are already working on another model, a motorcycle "road" with wheels of 17 ", and that this engine will not be increased later, What they are working on is another type of design. It is again expressly stated that the intention is to offer a motorcycle technologically up to date, but simple and without complications, with a clear objective, which are the new guzzistas that have entered the brand with the V7. Of everything that I am seeing and reading ... I am quite clear about it; This is the first Guzzi 100% Piaggio, where the Aprilia people have been fundamental in the technical improvement of the bike. We'll see if the result warrants it ...

Scud You probably know better than me - but my regular riding mate has a R9T scrambler and I’m on a V11 ScuraR. The stats say... Power - 110HP@7750rpm vs 91HP@7800rpm Torque - 115Nm@6000 vs 94Nm@6000rpm His Wet weight 220kg. My Dry weight 226kg. Now, anyone looking at those figures (myself included) would overwhelmingly be expecting there’s no bloody contest... However, I’m writing for one reason only. Shock! Genuinely, I’ve been utterly shocked at how unreliable paper figures actually work out to be on the road...! Only when there is a long, flat straight, top gear max revs does the R9T have the top end overtake advantage - apart from that scenario it’s wafer thin from point A to B. I’ve even noticed, on rising slopes or hills the scrambler can’t seem to reel the V11 in like on the flat or down hill stretches. So, it’s seems true, Guzzi horses really are “big” horses - and I often wonder what is that actual secret ingredient? It really makes little sense, but still I’m of the view it must be the extra crank stroke length - and possibly some sort of inherent ‘sweet spot’ with the stroke/rod length ratio. Even the aural experience of Guzzi’s V11 syncopation is unmatched - say compared to other like for like 90 degree V-twin architecture, eg., Suzuki’s SV1000 (another mate has one). ... I actually wanted to contribute something useful but unfortunately it’s difficult unpicking or to tease out what I discern inside when out on the road. It truly is a mystery but I’ll wrap up by making this observation - it seems unnervingly illegitimate that I should be punching above my weight but my smile is biggest when I surprise riders with bikes with those better “figures”. So I just find it easiest over a beer explaining, ‘Guzzi horses are big horses’ - without exception, they always nod in agreement.

My Moroccan trip on the Quota 1100es was a revelation in how competent and tough Guzzi designed and made that particular bike. So as a comparison here are its salient attributes: Max power: 70HP @ 6200rpm Max torque: 85Nm @ 3600rpm Dry weight 245kg (& 5 speed) Motorbox confirms this smallblock V85TT as 80HP and has 80Nm @ 3400rpm at near as fly dirt to 200kg. IMHO If the price is right, this bike will sell like there’s no tomorrow...

I noted some dislike the “Ronald McDonald” yellow concept colour scheme but seems Piaggio might be planning on more monochromatic offerings too...