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2017 Moto Guzzi California 1400 Touring
plus tax, freight, setup, $50 document fee, and title transfer / tab renewal unless verifiable out-of-state residency. All prices reflect a 2% discount for payment by cash, check, wire transfer, direct deposit, debit card, or through financing.
Updates for 2017:
o Switches and cruise control system from MGX-21.
o Rear suspension with hydraulic preload adjuster from the MGX-21.
o Rear suspension has more rebound dampening and increased preload for a sportier feel.
o Passenger backrest pad added.
Financing: 6.59% for 24-36 months, 7.39% for 48, 7.59% for 60, 8.59% for 72, or 9.09% for 84 months OAC (rates based on 715+ credit score, higher rates for lower scores) through Freedom Road Financial.
Ride-by-Wire fuel injection with 3 switchable performance maps
Adjustable traction control
Electronic cruise control
Brembo radial 4-piston front brakes
1380cc V-twin with cam-in-head 4 valves per cylinder
LED running lights
Standard auxiliary lights
Chromed all stainless exhaust system
Factory two-year unlimited-miles with Roadside Assistance begins when purchased
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
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 / SUSPENSION / BRAKES
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
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.
Powerful, ultra-equipped, exclusive, with an innovative, yet highly personal and traditional design, the California Touring manages to enhance like no other the values of one of the noblest brands in the world and the symbol of "Made in Italy". Surprising not only because of the smallest aesthetic details, but also because of the technical choices: In fact, the Touring is a true traveller driven by the largest V-twin ever made in Europe, the first custom bike equipped with advanced electronic control systems such as traction control, ABS and the new full Ride-by-wire accelerator, as well as having a brand new frame with an elastic engine mounting system capable of eliminating vibration transfer entirely.
Moto Guzzi California Touring is characterised by a two-tone graphic: Nero Gentleman and Rosso Charme. This version, which has a built-in passenger backrest and grab handle, emphasises the virtual continuity with its ancestors through the reinterpretation of various style elements. The most obvious of these are connected to the profile of the saddle, the chromium grab handle and the side panels inspired by the historic Guzzi T3 as well as a ratio between the fuel tank and engine sizes which favours the latter, just like the style of the glorious V7 and V850. This impression is especially emphasized by the ingenious fuel tank, made in metal, with a 21 litre central body and two side covers where the Eagle logo is proudly displayed, moulded on the powerful thermal units of the 1400 cc engine.
This allusion to Moto Guzzi's glorious heritage is further accentuated by the horizontal lines of the highly polished silencers that end at the rear mudguard, moulded over the impressive 200 tyre and equipped with a spectacular dual LED light cluster that also includes the turn indicators. The front view is no less impressive, with a complex surface headlight unit and a polyelliptical light with LED daylight running light (DRL).
The particular polygon shape of the headlight dominates the luxurious front end, enriched in classic California tradition by the windshield and supplementary lights, painted to match the body, as well as the front deflectors. The handlebar electric controls are new, more functional and enhanced by an aluminium finish. The left side electric block hosts the controls for the new Moto Guzzi cruise control. The system allows the selected speed to be maintained without acting on the throttle and the cruising speed to be increased or decreased by pressing the cursor button on the left side electrical control. The speed can be temporarily increased with a twist of the throttle. After the throttle is released, the cruising speed will be resumed. The system disengages automatically, not only when the rider brakes or presses the selector button, but also when the throttle grip is twisted in reverse. Once deactivated, the last cruising speed set can be resumed with the “resume” feature.
The elegant style of the California Touring is also enhanced by the lightweight alloy wheels with an original ribbed design, as well as the headlight frame and the supplementary lights. The engine cylinder head covers have prestigious finishing made by the utensil machine and are now painted black. The 45 mm fork is also a throwback to its glorious ancestors: completely sealed by dominating “telescopes” with a black finish. The pair of rear shock absorbers, on the other hand, now has a convenient remote control for spring preload, very practical to adjust performance based on the amount of cargo loaded. Furthermore, their standard setup has been improved, thanks to more hydraulic rebound braking and a higher spring preload.
Intended for those who devour kilometres, the California Touring is unrivalled in terms of comfort and load capacity thanks to its generous saddle and the spacious and elegant 35 litre side panniers, the new cruise control feature and the dampening action of the elastic kinematic mounting system for the twin-cylinder engine. The engine mounted is the sculpturesque 1380 cc big bore, the absolute top of its class in terms of performance and consumption, equipped with electronic engine management that exploits the new full Ride-by-wire multimap throttle. The system guarantees an even more fine tuned and accurate throttle control, thereby allowing the engine to return a top shelf, smooth response, without being twitchy in opening and closing, that translates into top level riding pleasure in any conditions of use. This technology also allows the rider to choose one of three engine management maps: Turismo, Veloce and Pioggia.
The Moto Guzzi engine mounted in the California Touring is also Euro 4 approved: the transversal V-twin was designed from the start to comply with the future and increasingly strict harmful emissions reduction regulations. This way none of the Moto Guzzi V-twin's proverbial performance has been lost. The current limit has been more than achieved thanks to the use of the secondary air system at the exhaust and the specific catalytic converter.
The dynamic performance of the vehicle is also kept under control by its traction control system (MGCT) which can be adjusted on three actuation levels in order to increase active safety without impacting performance and riding pleasure.
Document fee $50.00
*Tax and license fees apply to Washington State residents only.