Test: Moto Guzzi California 1400 Touring

23 Фев 2015 | Author: | Комментарии к записи Test: Moto Guzzi California 1400 Touring отключены
Moto Guzzi 750 S

Test: Moto Guzzi Tourer

Words: Rob Harris. Moto Guzzi (unless specified)

Did I take the … V7? Or the Norge? Surely the Stelvio? I adventure bikes after

Nope, in an uncharacteristic move to my experience, I opted for Guzzi’s new 1400 Tourer. Yes, a cruiser. No, the sky is not falling in CMG land.

just slightly cracked.

The California name first in 1971, based on their V7 of the time but adapted with gear at the request of the Los Angeles department, and then mass for the public the following year in 850 (though without the bullet windscreen).

In the 80’s, it grew a 1000, then up to 1100 in the where it stayed until the 1400 incarnation this being reinvented seven throughout its history. That it Moto Guzzi’s longest-running and successful model ever over 100,000 units over its 40-plus years in

The bike is loaded with goodies (traction control, lifted from Piaggio associate Aprilia.

What’s New

The California is a completely new motorcycle, a bored-out version of the V11’s V-twin motor (now cc), a six-speed gearbox and new drive, along with a new frame with elastic (the motor is no longer a member in order to try and control and electronic doo-dads such as control, ride-by-wire and cruise

From the frying pan into the Editor ‘Arris trades New spring for snow in Europe this is high up in the Alps). Rob Harris

It comes in two formats; the Tourer and California Custom. The as you would expect, is based on the but comes with all the bits for a tour such as 35-litre bags, tall screen, and taller bars, accessory crash bars, and a full seat. The engines are the same and in the state of tune (96 hp and 87 ft-lbs of but the big differences are curb weight Custom is 19 Kg lighter) and MSRP Custom is $3,000 cheaper).

Aprilia as part of the Piaggio is helping with tech on Guzzis, with the California such marvels as ride-by-wire and control; these being from the Aprilia RSV4.

Just the thing for hauling sweetie off into the mountains.


My first and foremost concern the California would be whether it accommodate my godly 6’ 4” frame in First impressions were with decent legroom my riding pant’s knee could just touch a and a roomy riding zone, but the proved to be too tight. It was stepped in cruiser tradition, but the step was too far which meant that my was always pushing somewhat it.

Rob’s first order of Find the Rain setting for the control. Photo: Daniele

Despite this,  I could do long stints in the saddle day ended up a 17-hour slog, to a lack of operating gas stations in the with only the back of arse lodging regular, but not complaints. I would move and sit on the passenger seat every now and for some relief, though I the sight of a lanky yellow-jacketed oaf from rear to front may not helped the coolness factor.

although Guzzi offer a of accessory seats, there’s no sod option, but I must stress, was the only comfort issue I had in kms and two weeks of testing.

It’s a good point to mention the It’s a great wind (no doubt helping the comfort and although it was perfectly positioned for me as I peep over the top, riders (i.e. most else) will likely issues with it as it cannot be forcing the rider to look it.

I also found the bags a little on the small side. had decent capacity, but they had a opening that meant had to be placed in or taken out individually in to get it to fit.

If you’re selling a for these roads, it needs to be to turn handily. Photo: Rob

But what about handling? I admit I was somewhat concerned how the bike would behave in all European narrow, high-speed My experience with cruisers has meant the suspension bottoms out or is stiff and corners come ill-handling, sparky touchdowns fray the nerves and stymie the of motorcycling.

Rob was happy to find the dual shocks and telescopic forks up provided decent suspension.

the old-school twin-shock setup in with non-adjustable telescopic I had no complaints about the suspension. It was enough to keep me comfy, yet enough not to wobble like a Scotsman mid-corner.

I slowly the California more and more, time until I was riding it to 80% of a more suitable machine’s Handling was simply astonishing for a of this style and weight, the real limitation being the ground clearance thanks to the (but foldable) floorboards.

One en route to Tuscany saw me shoot a car in a short straight and then more and more and more a gentle corner that hid its switchback nature. Honestly, I I was about to make a trip the weeds but the California (albeit much screeching and an entertaining show for the riders behind) its line all the way around.

The Guzzi has an oil with independent oil pump and a fan.

As if to further state they can make a cruiser works, the California’s fitted a big pair of 320 mm discs, along Brembo four-piston radial

What, proper brakes on a Whatever next?

I’ve understood why some cruiser seem to think a heavy doesn’t need good It may be because Guzzi isn’t by the cruiser, or perhaps their with sister company but it’s just what the ordered.

You still need to them a good squeeze to pronto, but I knew if I entered a just a tad too fast, I could that good squeeze and the would shed speed and in a very controlled manner.

also equipped with ABS although you can get a moment of squeak as the locked before the ABS kicked in, I it to be subtle (no pulsing) and when in mode, I found it kicked in often.

As if to emphasize the motor more, the tank has been cut to make room for them.

A big set of

Enough chat about what about the motor; the soul that defines Guzzi? The California is not a light and it needs some V-Twin if it’s to satisfy the cruiser d’être, and boosting the motor 1100 to 1400 has worked

Rumours abound that Guzzi is planning to water-cool motor.

Yes, it rattles and around, but since it isn’t a member of the chassis, few of those actually get back to the rider. The spread of torque enables the to pull well off idle. It was as to be chugged around or revved

Open her up and you’re propelled with a strong push all the way up to the rpm redline. The amount of push on the power mode selected. The comes with three Turismo (touring), Veloce Pioggia (rain).

I found I left it in Turismo mode I wanted to try and keep up with a of Italians on sport tourers – I’d use Veloce mode. This up all the power and makes for a surprisingly motor with a good of speed, whereas Turismo just takes the edge of it.

If you find yourself unloading a from the back of a van onto a wet cobblestone street of downtown then you’ll want to set it to mode. If you’re riding on wet surrounded by crazy Italian in a city with seemingly no road signs, having the to castrate a very torquey is a blessing.

Motor is now housed in a cradle frame instead of a stressed member.

There’s adjustable traction control, but I wasn’t on a racetrack or trying to with the back wheel on roads, I just left it on in setting, safe in the knowledge if I did grab too much of a handful of I would be most likely from trying to right the in front of a chorus of blaring horns and snickering supermodels.

cornering resulted in scraped though you can see that the fixed also touches down is a little worrying. Photo: Rob

Overall I found the motor to be an pleasure, whether gingerly my way through a wet Milan or booking the Autostrada through hill and valley along the Mediterranean like a foreigner who couldn’t get a Often I found myself along in fourth (the revs up to the 7,000 rpm redline fuss), only to realize there were two more to go, with sixth a very low rpm pull at highway speeds.

Perhaps the only thing I didn’t like was the gearbox, felt like the only old part left. It’s not but it did need a firm boot and down would give an “Ker-Klunk” in fine cruise The clutch was a tad on the heavy side too – not a on the highway, but noticeable if stuck in

The windscreen could be a bit tall for users, but Rob found he could see it easily.

The downer bit

Moto Guzzi 750 S

The Tourer with an alarm system needs to be deactivated by pushing a on the key fob otherwise the bike won’t Sounds simple enough, no? during a late-night gas stop, the wouldn’t deactivate and the bike start.

Despite the bike’s handling, its weight still some prudence when it through the corners. Photo: Rob

I tried everything, until in a attempt to save me having to a taxi and head to the uber-expensive of Cannes to find a ‘cheap’ I decided to pull all the fuses one time. The alarm squeaked and I hit the start, which worked, to my schoolgirl-like high-pitched yelp and of hands.

It had been a rather two-hour process, and was not isolated to the one occurring a couple more (all in gas stations oddly), and fixable by wobbling the fuse until the alarm squeaked. I’m that it was merely a defective holder, but it was almost enough to my France excursion.

The California’s has a capacity of 20.5 litres, I’d find that the reserve would tend to come on five litres or so still to go, had the effect of making me a tad nervous of out of gas.

However, in mixed conditions the fuel economy was not bad, returning 14 km/l l/100 km) or 33.2 mpg for our US readership close to 40 mpg for the guy in the UK that reads That gives a range of 287 km, or minus 20 km, depending on how hard you

That’s a stainless steel and a 200/60 R16 rear tire.

You may have gathered I’m not a cruiser I prefer function over Give me an ugly bike rides well and it’s not so anymore. Give me a pretty that doesn’t handle, or even offer any real and it’s a crap bike, no how the pretty chrome sparkles.

The gauges offer a combination of and digital displays.

The California is the first cruiser that ridden that I could see me owning at some point in the Sure, the seat doesn’t my stature, there’s floorboards and do scrape (albeit without the rear wheel) and it weighs an 337 kg wet, but it works.

The motor and rattles but it has real power and a sea of The chassis and suspension hold it all brilliantly, even in some gnarly twisties and the brakes, (what a notion).

Guzzi made a bike that have the executives at the MoCo in their boots, especially a $18,490 price tag that it $1,500 below a comparable King. But with little network and an MG on the tank instead of HD sadly probably make the a relatively rare sight on American roads.

The Factory

Since I had to drop the California off at the Guzzi factory in Mandello Del at the end of the test, I’d asked my Guzzi Daniele Torresan, if I could get a tour of the factory that has churning out the famous brand 1921. Daniele, being the soul that he is, took a day off to meet me there and show me

A Guzzi V7 gets a dyno run at the

The factory is located on the shores of Como. It’s an idyllic nestled in the southern foothills of the and a somewhat unusual a place to a motorcycle factory (though has it any previous attempts to move the to a more suitable location been fiercely fought by loyalists and factory workers).

The California Touring 1400 has lamps for illuminating late-night

Despite being owned by the Group, the Mandello Del Lario is dedicated purely to their Guzzi brand and consists of two lines: one for the bigger bikes as the California and 1100 lines, and one for the V7 line (which BTW, is best seller, making up 40% of all sales), and employs a total of 110

The production lines make of bikes per each country’s on a quarterly basis based on the that each country’s demand. So say Canada ordered 50 the line would finish the country and then start on the order, building in the various specific requirements, such as and bilingual stickering.

The original

Total capacity for the factory is units a year, which the was at in 2006, just before the got hit by the worldwide financial crisis. it’s at a more modest units.

The factory is also to the official Guzzi museum, a but complete record of Guzzi’s – both production and racing. is, since it’s inside the wall it’s only during the limited factory (and that doesn’t weekends) although Daniele me that a new building on the outside is to accommodate tourists.


out all the pics that go with story! Click on the main pic to transition to the next or just play to show in a slideshow.

Moto Guzzi 750 S
Moto Guzzi 750 S
Moto Guzzi 750 S
Moto Guzzi 750 S
Moto Guzzi 750 S
Moto Guzzi 750 S


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