Ewan McGregor's not the only one to swing a leg over the Cal 14 today (3.15.13)... we got to sample it here in the State it's named after; California.
Update: Since today (4.4.13) is the day of the "Official Release" Party here in L.A. later tonight, I figure it's as timely of a post as can be. inch:
I'll start with the questions everyone probably has about the bike, like I did. Yes, it's bigger then the older Cali, by a lot. First though, is the weight of the bike really apparent? No, not at all. I'd say it carries it's weight better then any of the Tonti Californias. Second, with that long-ass wheelbase and rake, how does it handle? Shockingly well. It's more-so stable then the last gen California, yet still manages to change direction extremely well. Perhaps it's the wide bars that helps, but input seems really minimal, despite the large 200 series rear tire. Is it as sporting as the Tonti Cali? Yes and no, just very different. I wasn't able to sample the bike in any real significant twisty roads for here in SoCal, but the bike was extremely confidence inspiring. Without putting too much cornering load on the suspension, the floor-boards took some effort to touch down. With a little bit of aggressiveness, they did touch down earlier and sooner, but just in a way to alert you, not alarm you like the side or center-stand of the last gen. Suspension: The bike is super-plush with my 200 lb. frame aboard. I didn't tinker at all with the suspension settings, as my time was limited... but suffice to say, most won't ever feel the need to touch it for the duties it will likely perform, unless very heavily loaded. It is sprung and valved very well; compliant yet firm without feeling too harsh or too soft.
Motor-wise, I was expecting the new 1380cc engine to have been cam'ed to have all bottom end grunt, and signing off early. I was wrong. I guess I should have known better, it's still a Guzzi after all I'm happy to report. The strangest part of the motor is at idle; It shakes the whole bike like the other big american twins (see video below). Perhaps a result of the single throttle body and rubber mounted engine(?). Not too much of an annoyance, just interesting. Once you pick up the throttle, all of the shake goes away. It still has plenty of valve lash clatter. The most surprising part is how quick it revs, much like the 1151cc 8V mill of the other Guzzi. As the dyno chart shows below, the bulk of the power (torque) is available just off idle, and the horsepower picks up as the revs climb. In bone stock trim, it feels great. I'd say they did a great job in giving a LOT more of what everyone is used to from the 1064cc push-rod 2VPC motor. I briefly sampled the three power modes, Rain, Standard and Race. The Rain mode was certainly softer when letting the clutch out; It flatly pulled up to redline, with little drama yet still with authority. The standard position gave noticeably more grunt from the bottom, and felt stronger through the rev range. The Race mode gave arm-straightening pull from just off idle, and the motor felt much more lively. In digging into the ECU mapping, I see most of that is largely controlled by a torque delivery percentage, coupled to the traction control. The fuel map looks to remain the same. I look forward to experimenting with these numbers.
The brakes worked extremely well, and the normal ABS pulsing was (almost) not felt at all. A large leap from not too long ago. When hard on the brakes from highway speeds, the bike decelerated extremely quick with little drama. Impressively so for such a large machine.
As for styling, it's still hit and miss for me. The "fit and finish" is definitely in line with most all others in this price-point range. Nothing seems to be out of place for lack of quality. The interesting part is that when seated, the seat to bar relationship is very similar to the older California, you just sit deeper into it, and the look of the tank from this position will seem very familiar. Only the extra forward reach to the floor-boards is different. Rumor has it they may offer foot pegs down the road. Not sure what that gets you on this model, but always good to have options.
So, this bike is definitely an answer to a question that no one asked. But, do I think that Guzzi might have hit on something special with this model? For those looking for a hot-rodded Tonti California, this is a clear miss. If you're looking for big comfort in a far more sporting platform and motor then most other big V-Twins, I think they've scored. Big. Once the hidden power is unlocked with fueling and exhaust mods, I'm sure it will only grow stronger like the other 8Vs I've done. Only the fuel tank capacity is the limiting factor for seriously big miles, as will the price be (for some) for seriously big smiles.
It's up to you if that's what you're looking for, if you're ready to ignore the past, then I say grab one. You'll love it. It's a very pleasing "sporting" Cruiser/Tourer, in only that way that Guzzi can.
Blue trace is the 1400 in Veloce mode, and a stock '09 Griso 8V in red for comparison.
Ewan speaks Guzzi and about the Cali 1400;
Update: Since today (4.4.13) is the day of the "Official Release" Party here in L.A. later tonight, I figure it's as timely of a post as can be. inch:
I'll start with the questions everyone probably has about the bike, like I did. Yes, it's bigger then the older Cali, by a lot. First though, is the weight of the bike really apparent? No, not at all. I'd say it carries it's weight better then any of the Tonti Californias. Second, with that long-ass wheelbase and rake, how does it handle? Shockingly well. It's more-so stable then the last gen California, yet still manages to change direction extremely well. Perhaps it's the wide bars that helps, but input seems really minimal, despite the large 200 series rear tire. Is it as sporting as the Tonti Cali? Yes and no, just very different. I wasn't able to sample the bike in any real significant twisty roads for here in SoCal, but the bike was extremely confidence inspiring. Without putting too much cornering load on the suspension, the floor-boards took some effort to touch down. With a little bit of aggressiveness, they did touch down earlier and sooner, but just in a way to alert you, not alarm you like the side or center-stand of the last gen. Suspension: The bike is super-plush with my 200 lb. frame aboard. I didn't tinker at all with the suspension settings, as my time was limited... but suffice to say, most won't ever feel the need to touch it for the duties it will likely perform, unless very heavily loaded. It is sprung and valved very well; compliant yet firm without feeling too harsh or too soft.
Motor-wise, I was expecting the new 1380cc engine to have been cam'ed to have all bottom end grunt, and signing off early. I was wrong. I guess I should have known better, it's still a Guzzi after all I'm happy to report. The strangest part of the motor is at idle; It shakes the whole bike like the other big american twins (see video below). Perhaps a result of the single throttle body and rubber mounted engine(?). Not too much of an annoyance, just interesting. Once you pick up the throttle, all of the shake goes away. It still has plenty of valve lash clatter. The most surprising part is how quick it revs, much like the 1151cc 8V mill of the other Guzzi. As the dyno chart shows below, the bulk of the power (torque) is available just off idle, and the horsepower picks up as the revs climb. In bone stock trim, it feels great. I'd say they did a great job in giving a LOT more of what everyone is used to from the 1064cc push-rod 2VPC motor. I briefly sampled the three power modes, Rain, Standard and Race. The Rain mode was certainly softer when letting the clutch out; It flatly pulled up to redline, with little drama yet still with authority. The standard position gave noticeably more grunt from the bottom, and felt stronger through the rev range. The Race mode gave arm-straightening pull from just off idle, and the motor felt much more lively. In digging into the ECU mapping, I see most of that is largely controlled by a torque delivery percentage, coupled to the traction control. The fuel map looks to remain the same. I look forward to experimenting with these numbers.
The brakes worked extremely well, and the normal ABS pulsing was (almost) not felt at all. A large leap from not too long ago. When hard on the brakes from highway speeds, the bike decelerated extremely quick with little drama. Impressively so for such a large machine.
As for styling, it's still hit and miss for me. The "fit and finish" is definitely in line with most all others in this price-point range. Nothing seems to be out of place for lack of quality. The interesting part is that when seated, the seat to bar relationship is very similar to the older California, you just sit deeper into it, and the look of the tank from this position will seem very familiar. Only the extra forward reach to the floor-boards is different. Rumor has it they may offer foot pegs down the road. Not sure what that gets you on this model, but always good to have options.
So, this bike is definitely an answer to a question that no one asked. But, do I think that Guzzi might have hit on something special with this model? For those looking for a hot-rodded Tonti California, this is a clear miss. If you're looking for big comfort in a far more sporting platform and motor then most other big V-Twins, I think they've scored. Big. Once the hidden power is unlocked with fueling and exhaust mods, I'm sure it will only grow stronger like the other 8Vs I've done. Only the fuel tank capacity is the limiting factor for seriously big miles, as will the price be (for some) for seriously big smiles.
It's up to you if that's what you're looking for, if you're ready to ignore the past, then I say grab one. You'll love it. It's a very pleasing "sporting" Cruiser/Tourer, in only that way that Guzzi can.
Blue trace is the 1400 in Veloce mode, and a stock '09 Griso 8V in red for comparison.
Ewan speaks Guzzi and about the Cali 1400;
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