Testing the Moto Guzzi California EV: The Italian manufacturer, Moto Guzzi, has been making motorcycles since 1920. It has survived through several crises and changes of ownership and is now owned by Aprilia.
Many regard the California as its flagship model. It first appeared in 1982; the current model, the California EV has been in production since 1998 with minor, subtle improvements each year.
All Moto Guzzis have transverse 90º vee-twin engines and shaft drive. With one exception, the recently introduced Breva 750 IE, all use the same 1,064 cc engine in various stages of tuning.
The California, originally aimed at the North American market, has also won a dedicated following in Europe where its "big bike" feel and long-legged gait, massive torque allied to good road-holding and breathtaking acceleration mean that it is a first-rate, comfortable long distance cruiser. Sales growth, especially in Britain and Germany, is now increasing faster than in the US.
In terms of looks alone, even motorcyclists who would never buy a cruiser, and passers-by of all ages certainly notice it; it looks "just right". It has the look of a timeless classic. Riding the California the first impression is the "big bike" feel, but thanks to a relatively low seat height it does not feel cumbersome.
Those riding this bike for the first time might take a short while to adapt to the rocker-style gear change, foot boards instead of pegs, and Moto Guzzi's linked-brake system. The foot pedal operates both the rear disk and one of the two front disks, The hand lever operates the other front disk. In practice it only takes a few minutes to get used to these features.
Despite the almost timeless classic styling, the bike incorporates the high-technology fast becoming standard: fuel injection, digital ignition and a three-way catalyser. The instrumentation remains analogue, and the various warning lights have been re-positioned and are now more noticeable.
Rider comfort is much better than previous models of the California: the saddle and rear suspension have been much improved on the EV model. The pillion seat has a backrest and well-placed grab handles. For serious touring a large capacity topbox, panniers, tank bag, "King & Queen" seat and heated handgrips are available, and there is also a wide choice of screens ranging from minimalist, to virtual "barn door" configurations, as well as a front fairing and leg shields.
The engine is perhaps somewhat dated but very well proven, reliable, and now with hydraulic tappets is simple to maintain. It makes for effortless progress. There is a five-speed gearbox, but such is the low-down torque that it could probably do as well with 3 gears. A mere 2,750 rpm in fifth gear provides 70 mph. There is so much power in reserve that you feel it could probably tow a caravan. So relaxed is the ride that you feel as if your heartbeat is slowing down. The exhaust note never rises above a pleasant burble-burble. The 19-litre fuel capacity is good for around 225 miles.
Yet, for all the relaxed nature of this beast, it is no slouch. Road holding is, by any cruiser standard, first rate. It swings through tight, twisty bends with aplomb, everything you would expect from an Italian machine. The brakes - the front ones employ long-lived, cast-iron disks - are excellent. Our test machine, ridden around the Welsh mountains with enthusiasm, never gave us a moment's concern.
Passing slower moving traffic is a delight. Such is the power of this engine that, even if you did not drop a gear beforehand, the acceleration is awesome. This is a machine which is perfectly suited to long-distance, high mileage touring. Where the laws permit, it will happily cruise hour upon hour in the 90-100 mph range. We once rode an earlier, near identical model 1,015 miles in 23 hours. At the end the bike felt ready to start all over again and we felt that another 200 to 300 miles more would be no hardship for the rider.
Moto Guzzis are often regarded as enthusiasts' machines, usually owned by motorcyclists who have "been there, done that", owned numerous other makes and come to the conclusion that, all in all, a "Guzzi" best meets their needs.
And herein lies a difficulty - in that there is no distributor or dealership network in the Republic of Ireland. Happily, just across the water, in North Wales, Lancashire and in the North of Ireland there are dealerships.
Many of us who have owned Moto Guzzis have felt that going the extra distance is well worth the effort.
TechSpec
ENGINE: Air-cooled, 90º Vee-twin. 1.064cc. 9.8:1 compression, 4 pushrod operated valves, hydraulic tappets. Producing 55kW at 7,000rpm. Torque 88.5Mn at 5,200 rpm. Fuel injection, digital ignition. Five-speed gearbox, shaft drive.
CHASSIS: Steel duplex cradle. Front suspension: Marzocchi 45 mm telescopic. 145 mm travel. Rear: swinging arm with twin adjustable hydraulic shock absorbers, 96mm travel. Front brakes: Double Brembo Oro 320 mm discs, four-piston callipers. Rear: Single Brembo 282 mm disc, two-piston callipers. Spoked wheels: front 2.50 X 18", rear 4.00 x 17"
DIMENSIONS: Wheelbase: 1,560 mm. Seat height: 780mm. Dry weight: 251 kg. Fuel tank: 19 litres, reserve 4 litres.
PRICE: Sterling £8,084 OTR, warranty two years unlimited mileage and two years UK Roadside assistance. VRT on importation: 1,414.