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2021 V9B & R get the V85TT engine too...

Hello I have a 2017 MotoGuzzi v9 Roamer with 55 horse power.I have read the newer v9 have 65 horse power.My question is how was this done .Different cam or bigger throttle body? I am just curious. Thank You Scott Williams.
 
Always best to search and read before starting a new thread, see below. In short, it’s the much revised V85TT motor.
 
Hello Todd I have read the article before and spent a few days looking for the answer to my question but reading the article they say about the power increase but don't say how they increase the power? Thank You Scott Williams.
 
I just went looking for the fantastic PDF that Guzzi did on the engine specs, but the link is now broken. If anyone here has it, please post it or send to me via email; Info @GuzziTech.com
 

The V85 Engine: all the secrets in The Clan special


05 JULY 2018

The powerful, unique lines of the V85 have stayed in our minds since we first saw the bike at EICMA 2017 and, after no less than two much-clicked special features on the topic posted right here on the community website, for us members of The Clan the bike’s design no longer holds any secrets. “Ok, but what about the engine?” you ask.
This is one of the top topics in the comments section, so here’s the in-depth article that we’ve all been waiting for regarding the 850CC engine that powers not only the V85 but a new range of “Eagle” two-wheelers, starting with a much more road-style sibling!
We can only tell you about this engine thanks to Antonio Cappellini, Moto Guzzi’s head honcho of design as well as diehard biker and off-roader, who revealed all the secrets of this twin-cylinder engine in the May edition of the “Motociclismo” magazine.

80… THE MAGIC NUMBER
80 HP with 80 Nm of torque and extreme attention paid to easy, fluid power delivery: that’s the recipe for this new engine that will soon be powering us and the V85 towards new Guzzi-style adventures.
While from the outside it may remind you of the 850CC twin of the V9, the similarities are limited to the engine capacity and the bore and stroke figures: all the rest is totally new!

The time has come to lay to rest a false rumour that has been doing the rounds amongst certain Guzzi fans out there: there was no need for 4 valves per cylinder in order to achieve the mythical figure of 100 HP/litre, 2 valves per cylinder, enlarged to 45 mm, were quite sufficient. The pushrod and valve rocker system and the air-cooling, the pride and tradition of Moto Guzzi history, remain unchanged, thus confirming the engineering architecture that has made the brand what it is today.

NOTHING SECRET
We Guzzi fans don’t believe in miracles, so what is the secret of this new engine’s performance?Obviously there’s more than just one: firstly the use of titanium intake valves, an elegant solution that enables the adoption of a far more high-performance valve-lifting geometry, and then there’s also the semi-dry sump lubrication system rather than a dry-sump system, with dual coaxial delivery pumps that are so reliable that there is no need to fit an oil cooler.

We can also say goodbye to the very bothersome vibrations at high speed (while the more pleasant ones will remain) thanks to a weight saving of almost 30% on the piston rod assemblies. To complete the package there will also be a new, 52mm throttle assembly (as compared to the 39mm of the V9) and a ride-by-wire throttle, coupled with variable mapping for riding and traction control conditions.

EVOLUTION AND LEGEND

The best of technology with total respect for tradition: an engineering challenge also overcome as regards environmental emissions. Indeed, the V85’s engine is proof that performance and air-cooling can in fact coexist comfortably with the Euro 4 regulations. But how, you ask? Well, thanks to the high operating efficiency delivered by the absence of a number of components that tend to reduce power output (such as cooling pumps and timing chains), which also translates into very low fuel consumption figures.

An engine that is so modern that it even impacts on the frame design, becoming an integral part of the vehicle. Thanks to more rigid side covers and longer forks, the V85’s precision and driveability on the road are top notch, even at high speed.

CHANGING PERSPECTIVE

In a market such as that of on- and off-roading machines, in which the twin cylinder engine capacities have for some time now exceeded 1200CC, the V85 engine now comes along with all its ducks in a row and ready to change the rules of the game rather than merely accept them as they are.

Lightweight, responsive, with a feisty torque curve that already hits 80 Nm at 3,500RPM, this bike is able to meet all the on-road riding needs of even the most expert riders, and even in arduous off-road riding conditions.
Moto Guzzi’s history is studded with examples of bikes that have broken all the rules while remaining true to the identity of the legend that is Moto Guzzi: this is undoubtedly going to be one great Moto Guzzi!
 
Found it. Link below. A big part of the power increase is the massively larger throttle body, and no it does not fit on the V9 line.


Also from that thread...

A New Engine, a Future Classic

The V85 TT introduces a new Moto Guzzi engine. Its configuration mirrors that of all Moto Guzzi bikes in production today: an air-cooled transverse 90° V twin with OHV distribution and two valves per cylinder, the pride and tradition of the Mandello Eagle. Engine capacity is 853 cc, thanks to a bore to stroke ratio of 84 x 77 mm. The most modern of all engines in the range, it can boast a ratio of almost 100 HP/liter. Thanks to its complete new design and the use of materials generally destined for race bikes, such as titanium, the new “eight and a half” is able to deliver maximum power of 80 HP and boast an impressive maximum torque value of 80 Nm at 5,000 rpm, with 90% of the torque already available at 3,750 rpm, in keeping with the tradition of the Mandello twin, which has always offered excellent drive even at very low revs. This is the first Moto Guzzi small block engine that can easily reach 8000 rpm, an aspect that showcases its modern and exuberant nature.

The crankcase is the fruit of a new design and is stiffer, in order to fulfil its new role as a stress-bearing element in the frame, introducing new frame connections and strengthening elements in the internal stud bolt area. It also features new ports in order to check the oil level in the lower semi-crankcase. Lubrication involves a semi dry sump, with two coaxial pumps tasked with oil delivery and recovery that ensure excellent lubrication and do away with the need for an oil radiator, thus reducing the overall weight. The semi dry sump solution allows for a totally isolated crankcase chamber, preventing any power absorption that would occur with a dry sump system, where the piston also has to overcome the counter-pressure inside the sump. The oil circuit is totally new and features holes of different diameters, with one of the two pumps transferring lubricant from the crankcase chamber to the sump. The latter is reduced in size to increase ground clearance and allow for assembly of the protective aluminum under-sump. The whole crankshaft is new and, together with the piston rods, also new, allows for a reduction in weight of almost 30% with respect to other small block engines, upping throttle response speed while significantly reducing any vibration. The upper section of the twin engine is also totally new: in keeping with Moto Guzzi identity, OHV distribution with two valves per cylinder is retained, though the system and materials used are all new. Cylinders are of reduced height, while new and efficient oil passages and a brand-new fastening system to the crankcase ensure robustness and reliability. The heads have new special-shaped mix entry ducts and links. One of the stand-out aspects of a Moto Guzzi engine is its distribution, complete with aluminum roller cams and rocker arm pushrods. The use of 42.5 mm titanium intake valves, which weigh half of those in steel, has allowed for much more radical opening timing, to the benefit of maximum

Power. Low-profile pistons are used, with 20 mm pins, as well as new head and plug covers that differ in shape, while the flywheel and generator have been boosted. Injection makes use of a single 52 mm throttle body, while electronic management is entrusted to a multimap Ride-by-Wire throttle control, a solution that allows for delicate and scrupulous control of valve opening, not only optimizing overall efficiency for a smooth, rich delivery, but also saving on fuel. The new Moto Guzzi engine is in fact very frugal in terms of consumption: it has few components that absorb power (OHV distribution is one of the most frugal in terms of power absorption) and has no cooling circuit pump or long drive chains or belts.

Significant work has been done on the gearbox to make it smoother and more precise. The gearbox and clutch housing make for increased ground clearance; the dry clutch exploits a reinforcement disc under the clutch plate as well as a new clutch disc; a triple ring system is also introduced for the first time: a synchronizer that reduces gear noise to a minimum, particularly that of first gear. The ratios are new. In addition, the gears gain flexible coupling, for even smoother final transmission at the PTO shaft, this too new. Lastly, the swingarm housing zone is sized accordingly and features large diameter beari
ngs.
 
Found it. Link below. A big part of the power increase is the massively larger throttle body, and no it does not fit on the V9 line.


Also from that thread...

A New Engine, a Future Classic

The V85 TT introduces a new Moto Guzzi engine. Its configuration mirrors that of all Moto Guzzi bikes in production today: an air-cooled transverse 90° V twin with OHV distribution and two valves per cylinder, the pride and tradition of the Mandello Eagle. Engine capacity is 853 cc, thanks to a bore to stroke ratio of 84 x 77 mm. The most modern of all engines in the range, it can boast a ratio of almost 100 HP/liter. Thanks to its complete new design and the use of materials generally destined for race bikes, such as titanium, the new “eight and a half” is able to deliver maximum power of 80 HP and boast an impressive maximum torque value of 80 Nm at 5,000 rpm, with 90% of the torque already available at 3,750 rpm, in keeping with the tradition of the Mandello twin, which has always offered excellent drive even at very low revs. This is the first Moto Guzzi small block engine that can easily reach 8000 rpm, an aspect that showcases its modern and exuberant nature.

The crankcase is the fruit of a new design and is stiffer, in order to fulfil its new role as a stress-bearing element in the frame, introducing new frame connections and strengthening elements in the internal stud bolt area. It also features new ports in order to check the oil level in the lower semi-crankcase. Lubrication involves a semi dry sump, with two coaxial pumps tasked with oil delivery and recovery that ensure excellent lubrication and do away with the need for an oil radiator, thus reducing the overall weight. The semi dry sump solution allows for a totally isolated crankcase chamber, preventing any power absorption that would occur with a dry sump system, where the piston also has to overcome the counter-pressure inside the sump. The oil circuit is totally new and features holes of different diameters, with one of the two pumps transferring lubricant from the crankcase chamber to the sump. The latter is reduced in size to increase ground clearance and allow for assembly of the protective aluminum under-sump. The whole crankshaft is new and, together with the piston rods, also new, allows for a reduction in weight of almost 30% with respect to other small block engines, upping throttle response speed while significantly reducing any vibration. The upper section of the twin engine is also totally new: in keeping with Moto Guzzi identity, OHV distribution with two valves per cylinder is retained, though the system and materials used are all new. Cylinders are of reduced height, while new and efficient oil passages and a brand-new fastening system to the crankcase ensure robustness and reliability. The heads have new special-shaped mix entry ducts and links. One of the stand-out aspects of a Moto Guzzi engine is its distribution, complete with aluminum roller cams and rocker arm pushrods. The use of 42.5 mm titanium intake valves, which weigh half of those in steel, has allowed for much more radical opening timing, to the benefit of maximum

Power. Low-profile pistons are used, with 20 mm pins, as well as new head and plug covers that differ in shape, while the flywheel and generator have been boosted. Injection makes use of a single 52 mm throttle body, while electronic management is entrusted to a multimap Ride-by-Wire throttle control, a solution that allows for delicate and scrupulous control of valve opening, not only optimizing overall efficiency for a smooth, rich delivery, but also saving on fuel. The new Moto Guzzi engine is in fact very frugal in terms of consumption: it has few components that absorb power (OHV distribution is one of the most frugal in terms of power absorption) and has no cooling circuit pump or long drive chains or belts.

Significant work has been done on the gearbox to make it smoother and more precise. The gearbox and clutch housing make for increased ground clearance; the dry clutch exploits a reinforcement disc under the clutch plate as well as a new clutch disc; a triple ring system is also introduced for the first time: a synchronizer that reduces gear noise to a minimum, particularly that of first gear. The ratios are new. In addition, the gears gain flexible coupling, for even smoother final transmission at the PTO shaft, this too new. Lastly, the swingarm housing zone is sized accordingly and features large diameter beari
ngs.
Thank You very much Todd for this article I think the MotoGuzzi motor is fantastic.Sorry you had to write such a long article but I very much appreciate this and Thank You Again Todd .And also thank you for all the great work you do making all the fine products for the MotoGuzzi.Scott Williams.
 
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