When I was 21 in 2005 I bought a 2002 Moto Guzzi California Stone, first registered in 2004 with just 1,554 miles on the clock, still in warranty for just 2950GBP (about $6k NZD)!! Granted, it was just the Stone basic model with no equipment at all but it was an absolute steal. I always had quite a mature taste in motorcycles given my age and lusted after Laverda SFCs, 850S Americas and Velocette Venom Thruxtons rather than the latest rice rockets. The Guzzi appealed because of the spec sheet, the styling, a shaftie cruiser, with mechanical similarity to its classic predecessors, and I fancied a go on something a bit...unusual/rare-ish.
There's a myriad of Cali models out there. I wanted the 2002 because it was the last of the old school, push rod big blocks before the ill-fated 2003 hydraulic heads. Brembo brakes, Lafraconi pipes, Siemens loom, Magnetti Marelli EFI, Borrani rims, Veglia instruments, Marzocchi forks, Sachs shocks...oozing in quality components and the build quality post-1997 Aprilia takeover was on the up. Mate all that to a Tonti frame and you�ve got a sweet, sweet steering bike. And that ENGINE!
The only let down with the Stone (and to mention it, the Jackal) is although using quality Brembo kit, the front brake is a single item. Stopping is still ample by cruiser standards. This was something dead easy to upgrade as the fork leg still has lugs to take a second caliper and the wheel hub can mount a second disc! Either find a parts bike, or use the bits straight off a late 90's Duke or RSV. These iconic superbikes use exactly the same brakes.
All other Guzzi Calis, (Aluminium, Titanium, Titanium Sport, EV...) all have the amazing superbike-esque twin 320mm Goldline Brembos as standard.
Maintennace is easy peasy and it's dead easy to work on. Design is antiquated, but that's because they got it right first time 40 years ago! I would say the design is basically better than a Beemer boxer twin, but the execution is better on beemers. Tuning is easy - although Guzzi claim 70bhp, actual power at the wheel is about 61bhp -adding straight through Mistrals, catalyst replaced by a balance pipe, air box mod and k&n installed saw 67bhp and more midrange grunt than you could shake a shitty stick at! Then came a Power Commander and a custom map made on the dyno with an output of 72bhp and an addictively grunty midrange delivery. Economy is 50mpg round town and 60mpg cruising at 60mph. Blasts upto the imperial ton with ease but from there its bit of a struggle. Top whack with panniers and passenger was an indicated (whatever that means) 127mph. Single, no panniers...127mph. The bike may have been slightly undergeared post tuning. (All on a closed, private section of road, honest, Officer) This is backed up by the fact it would easy beat the average rider on a superbike upto 40mph in the traffic light grand prix. These days with TC and launch control that wouldn't be the case. But a grunty midrange, a bit of weight for a bit more traction and the low centre of gravity/long wheelbase really help you stick it under load. And the NOISE.
Handling isn't light but centre of gravity is low and it points where you stick it. It doesn't wallow. It ain't soft, it ain't hard. It soaks up bumps but still handles. You can't flick it from side to side like an RGV but it's stable and confidence inspiring in a good way. Neutral. And the wide handlebars help to overcome handling hesitancy by increasing the leverage with any effort applied. Ground clearance is pretty good. I have scraped the footpegs but you'll be having way more fun that your H-D riding mates when it happens.
Odd gearchange not for everybody, but it's not a BAD thing. Owners don't mind it. Gear changes just have to be...deliberate. And when a ratio is engaged you get a reasuring "thock". It actually adds to that solid feeling of the bike. The effort required to swap ratios is lessened by the toe/heel rocker lever. Once you get used to it, you'll think that the gearboxes on your mate's bike seems rather vague and unassuring, so light in comparison. The novelty of being able to wear sandals on your bike and still change gear (you're always knocking the rocker lever downwards) never wears thin. Unless it snows. Or you crash.
The engine. THE Engine. THE ENGINE. Great. Just great. Grunt everywhere. Not as lethargic as other cruisers. Definately a classic Guzzi feel about it. I�ve ridden the new Griso, V7 and the 1400 Cali (thankyou classic bike racing festival) but they don't FEEL like this engine. I've ridden an old '74 T3 and this engine feels closer to that. Incredible. I suspect the new Guzzi lumps have been modernised/sanitised for wider market appeal and they're the worse for it. If only other manufacturers could do something similar maybe Triumph could make a Bonnie that wasn't as boring as cow turd.
And you know that lurch to the right when the crank spins up? Hilarious. Why would you want to balance it out? When the transmission is engaged all those extra rotating bits help to counter rotate and cancel it out so on the move it doesn�t affect you that much. -Just when you blip the throttle in the pub car park to your mates wonderment.
Comfort. Great.
2006 - 8000 miles in 6 weeks around Europe. 17 countries.
2007 - circumnavigation of Britiain
2008 - Germany and back.
No comfy saddle fitted. No highway pegs. No screen (I removed it because it rattled loudly). I used Hepco & Becker panniers and sissy bar/luggage rack for the lady passenger. Baglux leather tank cover and tank bag. Done. It's a proven tourer in the old school sense. What more do you need than a low maintenance, comfortable shaftie to be a proper tourer? Heated grips, heated saddle, handguards, adjustable seat, extra lighting, GPS socket, cruise control...nope. And I don't care that it doesn't have these features. (Quality of Guzzi optional screens and centre stands are crap yet hideously expensive! Luggage is Hepco & Becker as standard which is good).
I sold this bike in 2010 after 5 years. Bike had 39k miles (that's 12k kms per year). Not found a bike to really take its place in my heart. VFR 750, 1500 Vulcan Classic, SV1000 just haven't done it. I don't believe in owning the same bike twice as there's a lot of variety out there. But I might have to scratch that itch.
The BAD BITS.
-Quality of paintwork is appalling. Fenders are not painted internally, only primered.
-Wheel rims rust in the UK salt-laden winter. Not a problem in NZ.
-Every 1500 miles you need to do a walk around and tighten some bolts (I replaced nuts with 316 nylocs to eliminate this requirement).
-Oh yeah, if you get a pre-2004 model the fuel caps have a plastic seal that can warp and get stuck closed (plastic and fuel don�t mix). I had to strip the cap and file the plastic down twice.
-If you get a 2003/4 model, (the first of the non-pushrod engines) make sure the warranty work has been done or it has sufficiently high mileage on it to prove it�s sound.
-The starter motor on 2004 onward bikes have the Bosch starter motors from the V11. Much better.
The PLUS POINTS.
-Unltimately they're indestructible. There might be a niggle or two over time, but easily sussed. Will outlast your dad's Volvo, as the main points (engine, g'box, frame) are over engineered. Met an Italian who claimed 380k kms on his '84 example. Over time he had different wheels, forks, seat, brakes, headlight, fueltank, bodywork. Engine still went well, though! And the 80's were not kind to Guzzi build quality anyway.
-CHARACTER!love the transverse vibes.
-Handling.
-Sound!
-Go.
-Stop(ish). Even more so with the testicle crushing twin stoppers of the non-Stone/Jackal varieties.
-Rarity. Aftermarket tuning and customisation is rife despite the rarity.
-A brilliant enthusiast following and club support (club GB).
-Comfortable.
-Economical.
-More fun than your pipe and slippers R1100R. But cheaper, more comfortable, faster, better stopping, better handling, cooler, more character, shaftie, better economy than a Harley. But kinda the best of both, I think. And Italian.
Stuart Mudd
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