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2014 Moto Guzzi California 1400 Touring

Available colors: Ambassador Black -or- Eldorado White

The California 1400 Custom and California 1400 Touring are presented as world ambassadors for the Moto Guzzi brand, embodying the highest values of Italian design as an ideal of beauty and luxury. Everything on the California Touring and California Custom helps to combine the best of the latest and most advanced technology with the classic style and elegance of the Moto Guzzi brand: a powerful new 1400cc engine in the classic transverse V-twin architecture, ride by wire fuel injection, cruise control, ABS brakes, and traction control are among the key features. Hand built in the factory in Mandello del Lario (Como, Italy), where Moto Guzzis have been made continuously since 1921. The California 1400 is distinguished by the craftsmanship with which each component is assembled. Attention that makes every Moto Guzzi California a unique piece, able to marry and to emphasize the strong personality of a passionate and exclusive clientele.

Rebate due to expire December 31, 2014. Offer limited to stock on hand. 

Financing: 4.99% for 24-36 months, 5.79% for 48, 5.99% for 60, 6.99% for 72, or 7.49 for 84 months OAC (rates based on 715+ credit score, higher rates for lower scores) through Freedom Road Financial.

A sense of adventure and luxury, in perfectly balanced harmony. These essential characteristics allow boundless horizons to be faced with bold spirit and maximum comfort. The technical solutions, the new mechanical components and the innovative but faithful design make the California 1400 Touring the flagship of Gran Turismo. Pure reference for the entire category.

My Take 

by Dave Richardson

The California name has long baffled some people. Why would an Italian motorcycle have an American name? It’s because all of Italy was proud of Moto Guzzi for selling police motorcycles to the California Highway Patrol. And since the early 70s, police-style Guzzis have born this name. But here’s a dirty little secret: ever since the 1976 T-3 police introduced the California name, the bikes have really just been dressed up sport bikes. I say this because the frame has been the same basic design as the old V7 Sport and original 850 LeMans. So there were compromises. Sure, the bikes were sporty but ergonomics could be cramped and it seemed like if you were under 5’ 6” you could hardly touch the ground and if you were over 5’ 10” you didn’t have much leg room.

So for the 1400s, Moto Guzzi designed a new bike from the ground up.

The engine, in simplistic terms, is the 1200 8V from the Griso, Norge, or Stelvio with a bigger bore, raising displacement from 1151 to 1380cc. But of course, there’s a lot more to it than that. The 1400 also gets two spark plugs per cylinder and its intake ports are about half the size of a 1200s. Plus, the 1400 has longer intake runners and a single throttle body. The idea is to maximize response, especially at low speeds. And it sure works, as this bike honks! You’d probably bet it’s much bigger than a 1400. And that’s the idea Guzzi had: make big-cruiser power but keep the engine flexible. Some really big twins seem ponderous and unable to freely rev. The Guzzi 1400 maintains the sporty nature of past Californias while competing with the big boys in acceleration.

The rest of the engine management system is a big step forward for Guzzi, and big cruisers, for that matter. This is the first cruiser with the ride-by-wire system, popular on sport bikes. It’s a much more responsive system, so bikes like the Cal 1400 have three switchable response curves, leaving the rider to choose the right feel. Unlike other bikes I’ve ridden with this system, even the least-responsive mode is very useful.

The electronics package also includes ABS brakes, traction control, and cruise control. I sort of laughed at the idea of a Guzzi with traction control, as that’s what I always thought a big flywheel was all about! I’d never ridden a bike with cruise control before and didn’t think I’d care for it but I found it useful and quite intuitive to use.

Starting the bike, it’s a bit rumbly. I hear that this was purposefully done to make the 1400 feel like other big-twin cruisers. I don’t know if it’s engine balance, mapping, or the rubber engine mounts, but once the bike’s revved up just a little, it becomes the smoothest of all current Guzzis.

It’s a sure handling bike and will cut the corner with the best of them. It’s just not quick transitioning in a chicane, nor would I expect it to be. Here we see the tradeoff of a big heavy bike: it’s tremendously stable on an interstate but obviously can’t be as nimble as smaller, lighter bikes. But those lighter bikes don’t leave you as relaxed on a long ride.

I’ve noticed some interesting responses from owners of these new models. The people who have had several Guzzis often go on about this being their favorite Guzzi ever. Now, everyone loves their newest bike so that alone isn’t noteworthy. But it’s the strength of their enthusiasm that stands out. I’ve also asked Guzzisti looking for a bike to try one, even if it’s not their type of bike. They rarely change what they want but they always come away impressed. Something equally interesting about customers previously riding other brands: we have several of them. And by that I mean that we’ve had an unusually high response from riders of other brands. 


Guzzi's Take
The Touring is the California in its most classic expression, destined for great travelers, thanks to a level of comfort, aerodynamic protection and load capacity which only a Moto Guzzi can offer.

Equipped with a “Patrol” windscreen, supplementary chrome-plated headlights, 35 liter panniers, engine and pannier guard kit, the Touring is a lavishly chromed and technological “tourer” which, powered by the largest V-twin ever seen before in Europe, is able to trot along all day with a thrilling sound and, if necessary, leave behind any vehicle on two or four wheels.

The sensory indulgence continues with the engine off, outside your favorite bar or in your garage at home, where you can explore it in its smallest detail. Here there is plenty of choice, including engine and construction details or technological devices: among these, for the first time in its category, the possibility to choose the preferred engine response between Touring, Sport and Rain modes, or select the cruise control which, together with the anti-theft device, is part of the standard equipment.

But the luxurious standard equipment does not preclude the possibility of further customizing the California according to one’s own taste and needs: the accessories catalog is the most comprehensive ever produced by Moto Guzzi.

High performance silencers, chrome-plated and machined components, saddles of all types and materials, as well as support and the App which turns an iPhone into a supplementary dashboard to obtain all kinds of navigation, performance and technical data information.

Special attention has been given to the chromatic concept, developed in two colors: white with dark decorative threads on the tank, inspired by the California Highway Patrol versions, or classic black with white threads, reminiscent of the original versions, such as the V7 and 850 California.


Type: 90° V-twin engine, 4-stroke, 4 valves, double ignition
Cooling: air and oil with an independent cooling pump. Oil radiator with thermostat controlled fan.
Engine capacity: 1380 cm³
Bore and stroke: 104 x 81.2 mm
Compression ratio: 10.5 : 1
Maximum power: 71 kW (96 HP) at 6500 rpm
Maximum torque: 87 ft-lb - 120 Nm @2750 rpm
Fuel supply / Ignition: phased electronic Multipoint sequential injection, Magneti Marelli IAW7SM; “ride by wire” Ø 52 mm throttle body, IWP 243 Magneti Marelli injectors, double oxygen sensor, integrated management of 3 engine mappings, traction control, cruise control
Starter: Electric
Spark plugs: NGK LMAR8F, 2 per cylinder
Exhaust system: stainless steel, 2-in-2 type, three-way catalytic converter with double lambda probe
Type approval: EPA and CARB


Gearbox: 6 speeds with final overdrive
Final drive: double cardan joint and fixed bevel gear seat
Clutch: single-disc with integrated anti-vibration buffer


Chassis: steel tubing, closed double cradle with elastic-kinematic engine mounting system to isolate vibrations.
Wheelbase: 66.3 in - 1685mm
Trail: 6.1 in - 155 mm
Headstock angle: 32°
Steering angle: 38°
Front suspension: Ø 46 mm hydraulic telescopic fork, with radial calliper mounting brackets
Front wheel travel: 4.7 in - 120 mm
Rear suspension: swingarm with double shock absorber with adjustable spring preload. No rebound adjustment on rear shock.
Rear wheel travel: 4.3 in - 110 mm
Front brake: dual 320 mm stainless steel floating discs, Brembo radial callipers with 4 horizontally opposed pistons
Rear brake: 282 mm stainless steel fixed disc, Brembo floating calliper with 2 parallel pistons
Wheels: Aluminium alloy
Front tire: 130/70 R 18”
Rear tire: 200/60 R 16”


Length: 96.2 in. - 2445 mm
Width: 40.5 in. - 1030mm
Height: 57.4 in. - 1460 mm
Saddle height: 29.1 in. - 740 mm (Opt: 28.3 in. - 720 mm)
Minimum ground clearance: 6.4 in. - 165 mm
Dry weight: 709.8 lbs.- 322 Kg
Curb weight: 742.9 lbs. - 337 Kg
Fuel tank capacity: 5.4 gal. - 20.5 litres
Reserve: 1.3 gal. - 5 litres

Available Colors
Ambassador Black, Eldorado White
Stock Status
Both colors in stock
MSRP: $18,490.00
Less disc.: $3,500.00
Sale price: $14,990.00
Freight: $470.00
Set-up: $360.00
Subtotal: $15,820.00
Tax: $1,550.36
License: $149.75
Total: $17,520.11

*Tax and license fees apply to Washington State residents only.