Demo 2017 Moto Guzzi California 1400 Touring

Demo ProgramThis year, Aprilia & Moto Guzzi have revamped their demo programs to encourage more people to take demo rides and more dealers to offer them. We have always been big on demo rides but we were most often squeamish about letting people ride for more than a few miles. But now, we are encouraged to get more people riding and to encourage them to ride further. Also, we are encouraged to sell our demos when they have been in service for 3 months or accumulated 250 miles, whichever comes first. And before, a demo bikes was warranty-registered the day it was invoiced to us but now, a demo is like any other bike: the full two-year unlimited-mile warranty only starts when purchased by its owner.

So we ordered far more demo bikes than usual, and not just one of a model for the year but one for each quarter. This all means that we needed to create this space so that we could show people what they can demo ride and what we have for sale. Looking for a better price on a 2017? Here's your chance. Perfer a perfectly new bike? We have them too.

Demo Price: $17,300.00 waiting for you to ride it home from Seattle. Offer not available to Washington State residents.

Price reflects a 2% discount for payment by cash, check, wire transfer, direct deposit, debit card, or through financing.

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.


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

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. 


Dave Richardson

Available Colors
Red, Black
Stock Status
Both Colors In Stock
$17,300.00 FOB Seattle