The colour TFT is excellent and the five rider modes simple to change on the fly at the right hand. Strada, Turismo, Pioggia, Off Road, Sport. It has blind spot illumination on the mirrors and the dash, and extras include radar front and rear, called PFF Radar Assistance. I could not find the setting for proximity distance but I assume the light beeping sound on lane splitting was the warning for proximity. There was little I could fault; some clunking into gear, but the shifter was excellent, although I could feel an odd pulsing in the hand at idle in the new clutch. However, the overall take away is that of a machine that you can tour on for years, it is a triumph of the Italian marque styling, and delivery appears equal to the package. It’ s beautifully balanced, looks and sounds a million bucks, is hell comfortable and finished like a grand Italian marque should be. In short, bloody good bike, would do again. PETER ELLIOTT
THIRD OPINION When I think modern classics in motorcycling, Moto Guzzi always chugs to the head of the line. Conceived by two Italian Air Force pilots and an aircraft mechanic during the first World War, for over 100 years they’ ve chugged along at their own speed, creating bikes that are an intoxicating blend of old, new and art. I’ ve always admired Guzzi, but never owned one. During its racing heyday Guzzi put the first eight cylinder engine into a motorbike for racing at the Isle of Man, but also were the first to put a centre-stand on a motobike. The V85TT has been around in various forms for five years now. TT stands for Tutto Terreno,‘ all terrain’, and explains the googly dual headlight, high beaky front guard, a bash guard that also protects the headers and high level muffler for crossing deep water at the rear. Overall, purposeful and handsome rather than beautiful. At the heart of every bike is its beating engine. The 850 was an all new design in 2017 but looks very like an 80s Guzzi engine and follows Guzzi’ s classic V-twin form with the high and perky aircooled cylinders up front, drawing in air from the rear and exhausting it out the front with the headers smoothly curving down, then a dry clutch housing close behind with a shaft drive running down the right side to the monoshock and substantial looking final drive. Courtesy of the torque reaction, it started with a slight lurch to the right and then throbbed away at idle like a 90 degree air-cooled V-twin should. With a low centre of gravity and reasonably low dry weight of 208kg, tipping the 19-inch front wheel into the first corner was easy and off we went. It quickly became clear how much better bikes are now compared to when I first started riding in the 80s. The TT may‘ look’ classic but it feels thoroughly modern when riding. Gone are the compromises in suspension, engine response, comfort and braking. Good torque is available from low rpm and engine improvements like titanium valves and computer controlled injection keep the engine smoothly providing power through to high revs. I’ m 190cm and many Japanese bikes can feel a bit cramped but, like most European bikes, the Guzzi feels comfortable right out of the box, though, as always, for me it would be better if