Moto Guzzi California
Stefano says that everything happened quite interesting. Andy Chase (a musician and producer from New York) came to him and literally fell in love with the Diabola V35C. We were impressed with Moto Guzzi's new 1380cc engine, much more so than the California 1400 Touring bike it was built for. Stefano and Andy immediately found a lot of common ground, and they decided to join forces and remake the motorcycle after all.
Moto Guzzi California
California 1400 Touring. What kind of animal?
Friends, I present to your attention a short essay about my impressions of the operation of a motorcycle of Italian blood, still rare on the roads of Russia, from the Moto Guzzi company of the Piaggio concern.
In May of this year, the first cruiser in my motorcycle experience, the California 1400 Touring, appeared in my stable.
Why not Harley? Well, if only because when you tell someone that you took a chopper (not in the exact, but in the broad philistine sense of this type of motorcycle), then in response you hear a predictable question: “Harley?” Individuality is somehow more attractive to me than cultism, but clubbing and external special effects around a brand that is patriotic for Americans just don’t excite me. In general, the choice fell on the Italian, especially since the now disgraced Berlusconi is still a friend of our president, and Obama, lately, has been an outright bad guy. ))
I’ll make a reservation right away that I will talk specifically about my impressions, i.e. about the impressions of a person who first sat on a motorcycle of this class. I have nothing to compare it with; the first number in the stable is the ascetic, evil roadster BMW R1200R.
The California 1400 model was released at the autumn exhibition in Milan in 2012, and the following year this motorcycle was recognized as the best cruiser of the year according to the authoritative American magazine Robb Report robbreport.com/paid-issue/best-best-2013-motorcycles-cruiser- moto-guzzi-california-1400-custom That same year, I saw it for the first time at the February exhibition in Helsinki, and immediately fell in love with the amazing harmony of its external gloss and an almost tangible feeling of internal technical perfection and strength. In general, the Italian style cannot be confused with anything, and the author of the California design was Miguel Galuzzi, known for his work on the Ducati Monster motorcycle. In his words, “The California 1400 is a balance between tradition and the future, and the motorcycle itself, hand-assembled at the Mandello del Lario factory, is imbued with an aura of quality.” And it is not just words. Even the paint marks on the threaded connections emphasize its uniqueness, as opposed to the now familiar conveyor belt.
I planned the purchase of this motorcycle for a trip to Crimea, a report about which is on the portal: , and my impressions of the motorcycle were formed precisely on that trip.
The Touring modification cost me about 22,000 Euros. In neighboring Finka it costs 25,000, so I think that the price turned out to be humane. There is no official representative office of Moto Guzzi in Russia, but there are those who sell Italian motorcycles; they transport both motorcycles and spare parts through Riga. By the way, both spare parts and a tuning body kit for Italian motorcycles can be obtained much faster from America from the site www.af1racing.com/store/Scripts/default.asp, but delivery from them is not cheap - about $90. So, if you buy something there, then it is advisable to create an order with a total value of under $1000, then the delivery price will be dissolved in it.
The power unit of this moto is a 1380 cc TRANSVERSE V-twin with air-oil cooling, producing 95 hp. at 6500 rpm and 120 Nm at 2750 rpm. This is the largest V-shaped “two” currently produced in Europe. It works in tandem with a six-speed gearbox.
Tractor traction at the bottom. Smart electronics offers three options for its use - modes: “Speed”, “Tourism” and “Rain”. In the “Speed” mode, the engine shoots forward 330 kg of stainless steel, chrome and my 75 kg+ easily and without strain. Also, it allows you to easily and happily snack at intersections with spurred boxes, leaving their owners in slight bewilderment. I traveled to Crimea in the “Tourism” mode. It assumes a less acute engine response to opening the gas, and, accordingly, fuel economy on the highway. The “Rain” mode makes the bike frankly sluggish, I tried it, but did not use it in practice. These modes can be switched both when parked and while driving. Also, the basic equipment includes three-level traction control that eliminates slipping. At least once, he saved me from falling in a turn on the slightly sandy asphalt. By the way, there is also cruise control, which I didn’t even check..)
My height is 173 cm. California's saddle height is 740 mm. To make my soles touch the ground more comfortably, I wanted to sit lower, although my BMW roadster has a height of 760mm. I ordered a 720mm seat, but haven’t received it yet. The placement of the footrests is ideal for me. With my height, my legs are bent at the knees at an angle of slightly more than 90 degrees, and this position not only does not tire them in a long distance, but also allows me to stand up, resting on the platforms when I find myself on a hummock. In general, according to my feelings, the suspension seemed quite stiff, and every bump in the road tried to make itself felt. The shock absorbers can be adjusted, but I haven’t bothered with this yet, but I found a technique that allows me to compensate for the impact of bumps. The shape of the California seat has a pronounced rise and rib where the pilot's seat meets the passenger's seat. When flying onto a broken section of the road, it is enough for me to stand up, resting my feet on the platforms, and my fifth point against the rib of the seat, and nothing is felt in the spine. The footrests are naturally cushioned with rubber inserts. I don’t quite understand what happens in such situations with the carcasses of the choperast brothers who ride those motos where the heels point forward. )
The transverse orientation of the engine cylinders creates an additional thermal field for the knees. This was not too noticeable for my legs even in the heat, but once, while talking with a Dutchman of a grenadier build and on long stilts, I heard that for this reason he could not ride in California - his knees were burning. The clutch and brake levers are adjustable in five positions. For my hands, I found them too protruding and long, even in the extreme adjustment position, and changed them to more accurate tuning ones. Radial brakes and Brembo calipers, according to reviews from those who have ridden heavy cruisers, work very well, but for me, who have not encountered motorcycles that do not brake, they are just fine. The integral ABS system, which acts on both wheels when you press any of the brakes, also copes with the task honestly. The weight of the motorcycle in motion at any speed is not felt; it steers surprisingly easily and predictably. You can, without straining, make turns, scraping the footpegs, and move at a walking speed, but in the parking lot I quickly learned to be very careful not to put the bike in a hole, or on a slope towards an obstacle. Pushing him back up the hill with your feet is a thankless task, and in some situations, impossible alone. In general, driving it alone from asphalt to sand or onto goat paths is an unjustified gamble.
The average fuel consumption according to the on-board computer for the entire trip (5600 km) was 6.7 l/100 km. Tank capacity - 20 liters is not enough for the highway, but not critical. Making stops for gas after 250 km is even correct from the point of view of forcing yourself to rest. On the highway I maintained a speed of 140-160 km/h. If you don’t push it above 120 km/h, then the consumption, I think, would be about 6 liters per hundred square meters. The digital fuel level indicator in the tank does not work proportionally. I noticed that after a full refueling, the top bar of the indicator disappears after one hundred kilometers, the next after sixty, the next after forty, in general, the relationship is not linear. When the level reaches a certain critical level, the computer lets you know about it and switches to the mode of counting kilometers from this moment. Experimentally, I found out that the remaining “reserve” fuel is enough for 55 - 70 km, depending on the speed. By the way, the speedometer also lies, and the higher the speed, the more it lies. I checked it using GPS – 157 km/h on the speedometer, that’s a fair 150 km/h.
The futuristic design of the headlight has two lighting modes - daytime LED and regular night halogen, to which light from fog lights can be added.
The only unpleasant discovery for me in California was a phenomenon close to wobbling. I use the term “close” deliberately because there is no consensus on the true nature of wobbling, but there is much debate. There is no steering damper on the California. In my case, an increase in the amplitude of spontaneous (forced) vibrations of the steering wheel appeared at speeds above 150 km/h, and this was preceded, as a rule, by a calm, stable mode of straight-line movement with a constant speed. I think the main reason for this was the large stock windshield (H57 x W58cm), which caused some aerodynamic resonance. I quickly learned to feel its beginning, and smoothly, slightly releasing the gas and standing up, I extinguished the sausage by transferring my body weight from the seat to the footrests. In classic wobbling, many advisers recommend opening the gas on the contrary, I haven’t tried it. After returning from the trip, I replaced the windshield with a smaller one (H44 x W52cm) and changed the angle of its inclination, placing it more steeply. It doesn’t wobble anymore, and the wind protection is quite enough. In general, when driving at speeds over 140 km/h, the oncoming air flow, of course, is felt, but it is more likely turbulent jets from the headlights, fender and fork, and not the wind tearing off the helmet and forcing the wind to lie on the tank.
The Touring modification comes with 35-liter plastic side cases that follow the lines of the rear fender. During the trip, their volume was quite enough for me. After returning, I removed the side cases and the frames protecting them, which optimized the cross-section of the bike for city riding.
If you go on a long journey with a passenger, then it is reasonable, in addition to the side ones, to buy a rear 50-liter trunk with a frame. It will also serve as a soft passenger backrest. There is also an original 65-liter case, but its price tag is as if it were made entirely of carbon. Also, for the passenger, you can purchase additional footrests similar to the driver’s ones. The factory equipped passenger footrests have a conventional folding design. For the off-season, you can purchase heated grips; all electrical preparation for their installation on the steering wheel is provided.
And, of course, a few words about mufflers. What motorcycle owner doesn’t want to give up the standard and install something wonderful for an additional fee?! ;-P I didn’t like the flared shape of the stock mufflers and the insufficiently expressive timbre of their sound in the mid-speed range and above. Therefore, the standard ones were replaced by the Mistral model.
Neither on a trip nor at home, the moto has never failed, there have been no breakdowns. I don't see any problems with maintenance. Any spare parts and consumables can be ordered, and any competent motor mechanic can adjust the valves and replace fluids/filters. There is a technological manual.
Brief conclusion; I have never regretted purchasing an “exotic” moto. The motorcycle is expressive, technically modern, reliable and functional enough for long-distance driving on asphalt.
Thank you for your attention! ))
In conclusion, the technical specifications of the California 1400 Tourng model are:
Frame type: Tubular steel with an elastic kinematic engine mounting system to isolate vibration Front suspension type: 46 mm hydraulic telescopic fork Front suspension travel, mm: 120 Rear suspension type: Pendulum, two shock absorbers with adjustable preload and rebound Rear suspension travel, mm : 110 Front brakes: Two floating discs with 4-piston Brembo radial calipers Disc diameter, mm: 320 Rear brakes: One disc with 2-piston Brembo floating caliper Disc diameter, mm: 282
Dimensions Length, mm: 2445 Width, mm: 1030 Height, mm: 1460 Seat height: 740 Base, mm: 1685 Trail, mm: 155 Ground clearance, mm: 165 Curb weight, kg: 337 Fuel tank volume, l: 20
Engine Engine type: 4T Cylinder arrangement: V-shaped with transverse arrangement Number of cylinders: 2 Number of valves: 8 Engine volume, cc: 1380 Power, hp at rpm: 95/6500 Maximum torque Nm, at rpm: 120/2750 Piston diameter and stroke, mm: 104 x 81.2 Compression ratio: 10.5: 1 Power system: Multipoint sequential injection Magneti Marelli IAW7SM, throttle body diameter 52 mm, IWP 243 Magneti Marelli injectors, two NGK LMAR8F spark plugs per cylinder Cooling type: Air-oil Fuel type: Gasoline Ignition system: Dual ignition Starting system: Electric
Transmission Clutch: Single-disc, dry with built-in anti-vibration buffer Gearbox: Mechanical Number of gears: 6 Drive: Cardan
Wheels Wheel type: Cast alloy Tires: Front: 130/70R18; Rear: 200/60R16
Safety Anti-lock braking system (ABS) Traction control system: “Speed”, “touring”, “rain” modes Traction control: MGCT, three modes Cruise control #motoguzzicalifornia1400touring #motoguzzi
