Moto Guzzi California 1400 Touring Motorcycle Review New Motorcycles…

20 Апр 2015 | Author: | Комментарии к записи Moto Guzzi California 1400 Touring Motorcycle Review New Motorcycles… отключены
Moto Guzzi California Stone Touring

Moto Guzzi California Touring Review

Moto California 1400 Touring

late than never! years after scooter Piaggio purchased the bankrupt Group in December 2004, and it acquired the historic Moto trophy marque, the first Guzzi model to appear Piaggio ownership was unveiled at the Show in November. This was in the of a born-again upscale version of its California custom tourer, the first of the 600 such bikes for production in 2013 already in around the world.

The new Moto California 1400 is available in two a full-dress touring model with plexiglass highway screen and twin non-detachable hard panniers which can be but won’t however hold a helmet, and the more stripped-down musclebike variant that’s a Guzzi streetfighter. Each with footboards, twin shocks, and chrome-backed running masquerading as spotlights, and is powered by a version of Guzzi’s traditional transverse V-twin motor shaft final drive, at 1380cc is the largest capacity engine ever produced by a manufacturer.

As such, it’s the of four-and-a-half years of development at Noale-based motorcycle RD centre, more than one hundred kilometres of test mileage. resulted in a stylish, sophisticated of old and new, combining cleverly traditional looks and a modern of Guzzi’s trademark classic platform.

This incorporates a (RBW) throttle with a of three different modes, three-level traction control, control and ABS, all as standard in case for the first time on any Guzzi model. This is the gran turismo equivalent of Maserati Quattroporte — a whose 50-year life almost exactly matches the — retaining the same character as its 1960s ancestor in modern performance coupled period chic.

Like the four-wheeled Italian express, the new Moto Guzzi has real presence both and in terms of performance (of which than lives up to the looks). worth mentioning that at miles the service intervals are spaced out.

The chance to the California 1400 Touring via a 200km ride in winter along the French Riviera’s d’Azur. Seeing the gleaming, Ambassador Black bike also available in Eldorado for the first time, it looked at home flaunting its modern art styling alongside the jet set’s Ferraris and Aston Martins.

aboard the plush two-tone high seat (there’s a 720mm option) and the view the bridge is ultra-distinctive, with the heads seemingly bursting out of the of the big 20.5-litre fuel tank pinstriped in white. It was immediately that, for the first time I can recall on a Moto Guzzi my knees didn’t try to make with the cylinders.

With of room on the feet-forward footboards to out, it’s a really riding stance. On the move, the height of the non-adjustable screen was wrong for me as an average-height rider its top neatly bisected my vision, the same sort of slightly effect as an old pair of bifocal There’s an optional 25mm screen as an accessory but I reckon should make that the version and the taller one an option.

the screen any higher leads to problems at speed, apparently.

apart, the 1400 Cali is a and enjoyable bike to ride, in of its substantial 322kg dry weight partly occasioned by the fact everything you see on it is the real deal. shiny crash bars round the engine are real not plastic, plus that’s a rather than a plastic, tank. But the Guzzi is easy to at low speeds in spite of its bulk, to the ultra-precise RBW throttle and light and clutch action.

Plus the weight’s carried low, so it rides bumps at speed, as well as steering easily and pretty quickly for a long wheelbase bike. one downside of a low-slung motorcycle is you’ll scrape the footboards easily in exploiting the California’s handling — a fact has anticipated by lining the underside with plastic scuff

Fortunately, the bike’s heavy that you won’t lever the wheel off the ground and unhook the any too easily. Guzzi’s engineers are of the fact that the California five degrees more angle either side the model it has in its sights, the Harley-Davidson King.

One thing’s for sure, there’s no way you’ll ever the potential grip provided by hefty 200-section, 16-inch tyre without grinding the floorboards and decking the exhausts! OK, so there for its form rather its function but it doesn’t even very well as a design due to the fact you can’t see the fat tyre well even from thanks to the Cali Touring’s luggage that shrouds it.

on the stripper Custom model it make more of a show. I couldn’t truthfully detect any of it heavying up the steering, as you might such a big rear tyre to do. is probably a function of the good you get from the wide, pulled cowhorn handlebar, whose also allows the chrome-backed to give a good rear of something other than shoulders.

The California 1400 has an anti-theft that’s very much an add-on, rather than the of keyless security we now take for in all American cruisers, as well as an number of Triumph and BMW models. For a you still need to stick the key in the — but then you have to for the little sender unit in very cheap-looking moulded that’s attached to the key ring.

You squeeze one of the two buttons under the fiddly moulding to disable the cutout. But the problem comes if you the engine off for more than 30 as when waiting in line for a pump at a service station. The activates, which means you grope for the button with gloved hands. This is hard to find, and even to press when eventually you do so.

crude, old-fashioned system a bike with such pretensions to quality, so Guzzi ditch this pronto and a keyless security system Harley or Triumph could them how! Oh, and fuel was 7.2L/100km over the course of my day’s ride, in case you wondering. I reckon that’s good for such a big, bike, especially riding the in the inevitable stop-start traffic.

the Cali’s starter button and the throttle at rest produces the left-to-right shakes as on any other V-twin. But almost as soon as you away and pick up revs, the big smoothes right out, and 2000rpm there’s zero of any undue vibes.

Moto Guzzi California Stone Touring

Wind the wide open, and that’s you realise the California 1400 Italian with a Brooklyn — its chilled-out custom can’t quite disguise the that, despite looking so it’s eager to motor and to race. From 2500rpm it muscles its way in a totally linear and muscular mode towards the rev limiter — especially in mode on the three-way RBW mapping, everything happens with zest and eagerness. In spite of the that peak torque at just 2750rpm — and there’s so much of it — the big motor is happy to build and as it does so you’ll note no undue rattles, no pings of and no hiccups as displayed by some modern Mandello products asked to rev hard.

Indeed, selecting the Veloce on the go via the starter button with the firmly closed, delivers crisper throttle response and out of a third gear turn in Turismo default mode. The new engine’s extra cubes restored the torque that was by the advent of Euro 3 emissions rules from the previous of Moto Guzzi two-wheeled engines, necessitating the fitting of gearboxes to bikes previously with just four.

Now the turned full circle, and engineers have responded by a very clever set of ratios for the motor’s six-speed transmission. I that you need only use the four gears in normal — which means of the time you stay in third or with all that torque because the top two ratios are long-legged aimed at covering fast, stretches in relaxed mode.

gear is a rangy 1:0.8 so that 160kph is reached at 5000 revs, a little two-thirds of the way to redline. That’s as on the very legible digital in the centre of the Cali’s single instrument. This is wrapped by an tacho round the outside, and a wealth of digital data you can by scrolling through them via the on the left ‘bar.

There’s no sign of instability at ton-up speeds, and I reckon the 1400 would be a great distance ride IF I could a screen the right height! The rumble of the exhaust note is mellifluous. It’s not a Ducati, in of the same cylinder angle, and also deeper and more (and frankly more than the smaller Mandello it has now joined in the Guzzi catalogue.

clutch and front brake are five-way adjustable, and the radial brakes work very slowing what is a big heavy down from high without any trace of a snatchy, fierce response at any time. The hefty weight probably there, though it may also be a why the softly-damped suspension sometimes had it around fast, undulating But the payoff for that is a high of ride quality for a twin-shock in turn reducing fatigue and to enjoyment.

It’s taken for it to happen but finally we have a new Guzzi that lives up to the inspired by its heritage. Italy’s existing motorcycle marque Gilera is older but today only scooters) has the richest catalogue in global motorcycling, bikes like the legendary V8 GP racer rubbing tyres in the factory museum with the four-… tingles that won 250/350GP world titles, the 500GP V-twin that this engine format 35 before Ducati, and the glorious Le transverse V-twin sportbikes.

even invented the single-sided a quarter of a century before ELF to, with the Galletto runabout. For too of late Moto Guzzi has in the shadows, starved of the investment and, yes, the understanding and — of its brand values on the of successive owners. Finally it that Piaggio management has up to the fact that they a genuine potential to earn profits from a brand until now they seem to scorned.

If the California 1400 is the first in Moto Guzzi’s long down the comeback trail, a very fine beginning displays an implicit understanding of brand values — as as looking cool and classy, also an excellent ride. hope there’s more to from Mandello using platform as the basis for development.

Guzzi is on the way back at last. It may again build 46,487 in a single year, as it did in 1971 perhaps by no coincidence, the first year of California production! but the debut of the new California 1400 certain to augur well for the It’s a good enough that it deserves to.

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Moto Guzzi California Stone Touring
Moto Guzzi California Stone Touring

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