u/TrueTorque

I picked up this beautiful 2014 California about a month ago. She was owned by an older gentlemen who bought her new and never rode her. There were a whopping 18 miles on the odometer.

I had a local shop so the service. They cleaned the gas tank, replaced all the fluids, replaced the fork seals (a big thank you to the person on this subreddit that suggested that), and replaced the original tires.

I've tripled the miles since then. She has a massive 70 miles on the odometer now. I can say: this is the best bike I've ever ridden. I love my Indian Scout. My Honda VTX will last forever and can be kept running with spit, string, and cooking oil. My BMW K1600B can roll itself off a cliff (I hate that bike). But my new Guzzi......she blows them all away.

I love the low center of gravity. The engine has torque for daaaays. I feel extremely confident and in-control riding this Italian beauty. I find myself leaning harder into turns, pushing the RPMs higher than I would on a 'standard' cruiser, and really riding the bike. It's just fabulous.

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When I picked up the California, I texted my riding buddy, "I'm cheating on my fiancee with an Italian woman."

She responded, "What kind of motorcycle did you buy now?"

Dammit. She knows me too well. I sent her a picture of the California.

Riding buddy responded, "SHE IS SO PRETTY! I would cheat on your fiancee too with her!" She sent me a gremlin bell that has a pair of boobs on it with a note: "Anything that gorgeous has to have a pair of tits."

I’m a V100 rider, that was my first Guzzi.

This came in the shop today, and the service writer gave it to me.
I’ve seen pictures, but they did not do it justice, this is by far one of the best of Moto Guzzi that I have ever seen.
I’ve worked on several V85s and a V7s and quite a few V100s… (come to think of it, the most of the brand), but this, was by far the best.

This bike is a cherry. Not a scratch, scuff, or blemish on it. The previous owner bought it new and hardly rode it.

I bought it was $7500.

The last fluid change was in 2023. It has the original tires on it. So I trailered it home. I'm going to do a full-fluid change and put new rubber on it before I even think of putting it on the road.

After our posts on the Eldorado and the Audace, the next in our Guzzi 1400 overview series is the California 1400 Touring; the original flagship transcontinental of the platform, and likely its best selling variant. Built for higher-speed, longer-distance multi-day runs, it debuted as the launch model for the entire 1400 generation.

Production Run & Evolution

Production Years: 2013 – 2020 (Introduced globally at EICMA 2012 for the 2013 model year, with Euro 4 updates arriving in 2017).

The SE (Special Edition) Variant (2015–2017): Added factory passenger backrest/grab-rail assemblies, two-tone paint schemes, supplementary lower deflectors, and chrome handlebar controls.

What Makes the Touring Unique Amongst the 1400s?

1. Wheels, Tires & Stance

Wheel Sizes: Cast alloy 18" front (3.50 \times 18) and a massive 16" rear (6.00 \times 16).

Rubber: Wears a 130/70 R18 up front and a fat 200/60 R16 in the rear.

Chassis Angles: Set up with a 32° steering head angle and 152 mm of trail on a 1,685 mm (66.3") wheelbase. This aggressive rake gives it solid tracking in crosswinds, yet the headstock geometry keeps low-speed parking lot maneuvers surprisingly light for a 740+ lb bike.

2. Cockpit, Bars & Mirrors

Swept Pull-Back Handlebars: Unlike the wide, flat drag bar on the Audace or the straighter bar on the Custom, the Touring features a wider, high-rise swept-back handlebar setup (915 mm width) designed for upright, tension-free shoulder positioning.

Chrome Oval Touring Mirrors: Features high-mount, heavy-stemmed chrome mirrors shaped specifically to extend outward past the wide windshield airflow.

The Shield: Polycarbonate touring screen with secondary lower air deflectors flanking the 46 mm forks.

3. Saddles & Pannier Architecture

The Touring Seat: Features a dished 740 mm (29.1 in) saddle with dual-density foam. It has a distinct raised lumbar bolster for the rider and a widened rear cushion for passengers compared to the sleek, flat bench of the Custom.

35-Liter Hard Bags: Factory color-matched, top-loading 35L sidebags. Unlike aftermarket bolt-ons, these bags are mounted on a dedicated subframe that keeps the luggage tucked tight against the rear fender to preserve ground clearance through deep lean angles.

Technical Specs (Similar to All 1400s)

Engine: 1380cc 90° transverse V-twin (4 valves per cylinder).

Output: 96 HP @ 6,500 rpm / 89 lb-ft (121 Nm) of torque @ 2,750 rpm.

Weight: ~743 lbs (337 kg) dry / ~765 lbs wet with full panniers, crash bars, and shield.

Gearbox: 6-speed with heel-and-toe shifter and low-maintenance shaft drive.

Fuel Capacity: 5.4 US gallons (20.5 Liters) providing ~200+ miles of highway range.

The Electronics Package

Also similar to all 1400 variants, it is powered by the Magneti Marelli 7SM ECU with full Ride-by-Wire control:

1. Turismo (Touring): Smooth, progressive throttle map tuned specifically for highway cruising.

2. Veloce (Fast): Direct, instantaneous throttle response and maximum engine braking for twisty passes.

3. Pioggia (Rain): Softens engine output and cranks up traction control sensitivity.

Standard Electronics: Electronic Cruise Control, 3-level Moto Guzzi Traction Control (MGCT), and dual-channel Brembo ABS.

Touring-Specific Buyer & Maintenance Checklist

When scouting or maintaining a Touring model, keep these points in mind alongside our 1400 Used Buyer's Guide:

Pannier Latch Realignment: The top-loading latches can become stubborn over time if overstuffed. Inspect the rubber gaskets and hinge alignment.

Wind Buffeting / Lip Add-ons: Riders over 6'0" often experience helmet buffeting over the stock tall screen; check if the previous owner installed an aftermarket lip (e.g., Laminar Lip or MRA) or upgraded to a taller shield.

Steering Head Bearings: Because of the heavy front-end load (windshield, light bar, 46mm forks), check for notchiness in the steering head bearings when the front wheel is elevated.

Remote Rear Preload Adjustment: Ensure the hydraulic preload knob for the rear shocks turns smoothly and doesn't leak fluid.

Roll Call & Discussion
Who is logging major miles (or kms) on their California 1400 Touring?

I saw this bike pop on Facebook marketplace. I wasn't even in the market for a Moto Guzzi, but I fell in love with the look of the bike.

It's a 2016 Eldorado. Near-as-makes no difference 50,000 miles on the odometer.

Bike is fair cosmetically. Melted soft grip from the heated grips. Exhaust chrome is slightly discolored where the gas leaves the engine block. The LCD screen is faded, scratched, and could use some love. One of the mirrors won't stay screwed in and needs to be replaced.

The bike appears to be fine mechanically. I took it on an extended test drive. No dashboard lights, pulls like a freight train, no weird engine noises. (The only light I saw was the traction control light flash at me as I did a spirited take off from a stop sign on a cobblestone street.) The current owner has only had it for six months, but has all of the mantience records from the original owner.

Price is $4750 US. Which appears to be more than a reasonable price..

So would I be nuts for buying this bike? I admit that I fell in love with the looks and the ride. BUT, I don't want to buy a constant source of headaches and gremlins. I don't expect Honda reliability from a hand-built Italian motorcycle, but I don't want a money pit either.

I recently changed my transmission oil on my 1400 California Custom. Pretty easy procedure. Generally I do this every 10k kms, along with the final drive oil in the rear every other time.

Perhaps this is obvious to most of you, but admittedly I missed it last time around, and my mechanic missed this once before too, so I thought I’d share it here.

Your 1400 wants an 80w-90 GL4 oil in the transmission. Note the GL4 spec. It’s a bit less common, most oils in this weight category are a GL5 spec.

So what’s the difference? A quick internet search will explain it to you, and it will talk about yellow metals and the corrosive nature of GL5 on those metals; things relatively unrelated to our 1400s.

From what I’ve read, the GL4 really just provides the right amount of stickiness for our transmissions, and avoids excess clunkiness that can come with the wrong spec, or in more extreme cases dropping out of gear, or reluctant to click into gear.

Anyway, all in a days learning. GL4 for the 1400s. I used a nice Red Line MT90 Synthetic GL4. Same spec for my Stelvio too.

Thinking of a few mods on your 1400? Here’s some eye candy to demonstrate what’s possible on the outer edges of reality with this beast.

Spot any other examples out there?

Welcome to the second instalment of The Big-Block Breakdown, where we are profiling each distinct flavor of Mandello’s legendary 1380cc powerhouse to help seed this new 1400 subreddit community.

If the California is the luxury cruiser and the Eldorado is the classic retro, the Audace is the brawler of the 1400 family. Designed by Miguel Galluzzi, it strips away the heritage chrome and replaces it with a pure, blacked-out urban muscle stance. The Audace ditches the chrome inserts, replaces massive floorboards with aggressive footpegs, and swaps the pulled-back handlebars for a wide, flat drag bar. It forces the rider into a commanding, forward-leaning stance.

Technical Specs

Engine: 1380cc 90° transverse V-twin.

Output: 96 HP @ 6,500 rpm / 87 lb-ft of torque @ 2,750 rpm.

Weight: ~660 lbs dry (roughly 30 lbs lighter than its touring siblings).

Gearbox: 6-speed with a standard foot peg toe-shifter.

Signature Engineering Tweaks
Guzzi changed more than just the paint to make the Audace handle the way it does:

More Lean Angle: By swapping floorboards for higher pegs and adding slightly longer rear shocks, Guzzi unlocked an extra 3 degrees of lean angle for aggressive cornering.

Sharper Steering: Unique triple clamps subtly sharpen front-end feedback, removing low-speed cruiser vagueness.

Slash-Cut Exhaust: Short, minimalist matte-black silencers provide a raw, aggressive bark and end right at the rear axle.

Carbon & Wheels: It rolls on multi-spoke cast aluminum wheels with bright red accents, capped off with a real carbon fiber front fender.

The Electronics
Driven by the 7SM ECU, the full ride-by-wire system features three distinct engine maps, consistent to all the 1400s:

1. Veloce (Fast): Instant throttle response and heavy engine braking—where this bike layout belongs.
2. Turismo (Touring): Smooth, progressive power delivery for long distances.
3. Pioggia (Rain): Muted power and maximum traction control intervention for slick roads.

Includes: 3-level Traction Control, Cruise Control, and dual-channel Brembo ABS.

What to Check on a Used One
When scouting a used Audace, keep these model-specific quirks in mind alongside our main 1400 Used Buyer's Guide:

The Ergonomic Stretch: 2016 models feature a completely straight drag bar. If you’re under 6'0", it's a long reach. (Note: 2017+ "Carbon" models received slight pullback bars).

Exhaust Crossover Crack: Look closely at the H-crossover pipe under the engine. The factory welds are prone to cracking from engine vibration.

Low-RPM Chug: The Euro 4 factory mapping can feel lean and choppy under 2,500 RPM. A fueling module or ECU flash smooths this out completely.

The Saddle: The contrast-stitched seat looks brilliant but is firmly on the stiff side. Plan on aftermarket pads or a new saddle for longer stints.

Roll Call & Discussion
Are you running the stock 2016 straight bars, or did you upgrade to the later pullback versions? Anyone here thrashed both an Eldorado and an Audace to compare peg vs. floorboard clearance?

Drop your photos, mods, and mileage updates below!

Obviously pretty pumped up about it, excited to join the cult officially

While ⁠r/MotoGuzzi1400⁠ is your dedicated home base on Reddit, over a decade of deep technical wisdom, custom fueling maps, and specialized garage fixes live across the legacy web forums. Use this directory to skip the search engines and jump straight into the deepest 1400-specific archives on the internet.

I suspect none of these links are a surprise to many of you, but as we’re trying to build up this new community, and considering a new generation of 1400 owners, we thought it best to get this archived and searchable here in the sub for current and future owners of these magical beasts.

GuzziTech (Cal 1400 8V Section)
Link to Guzzitech

An epicenter for modern 1400 performance tips and guidance, on everything. Participating in the forum requires a financial donation, but it’s well worth it if you’re going deep, and all the content is otherwise viewable.

The database is searchable and organized, although the hosting platform is a little dated, particularly for accessing on mobile devices.

Be careful asking questions before searching the database, they can tend to get a bit frustrated with repeat questions here. Always search first, chances are it’s been asked before.

Wildguzzi (The Wildgoose Chase)
Link to WildGuzzi

The oldest and largest global Guzzi board. Use the search function here to find highly detailed, long-form owner reviews and parts cross-referencing from high-mileage Guzzi riders.

The database is searchable although the hosting platform is a little dated here too, and again particularly for accessing on mobile devices. Still well worth a scroll on anything you’re looking for or thinking about relative to your 1400.

Note that WildGuzzi puts all models into one giant discussion board. Pro-Tip: Once you click the link, go to the search box at the top right, type in "1400" or your specific model (like "Eldorado" or "Audace"), and check the box that says "Check this board only" to instantly filter a decade's worth of troubleshooting threads.

Moto Guzzi Club UK (New Generation California 1400)
Link to Moto Guzzi Club UK

A sharp UK technical board with a dedicated 1400 section. Ideal for troubleshooting Euro-spec emissions, sensor faults, and wiring, and general all around advice on the 1400s. Participating in the forum requires membership but the content is all visible otherwise.

Don't let the public club storefront fool you—this direct link bypasses the generic membership walls entirely. It drops you straight into an active, dedicated 1400 workshop archive packed with real-world fixes for airbox oil blow-by issues, stripped oil drain plugs, exhaust weld failures, and all manner of general inquiry about the 1400s.

What Did We Miss?
The internet is huge, and deep-dive technical info can hide in the strangest corners of the web. If you have a bookmarked forum thread, a specialized regional tech hub, or a hidden archive that has saved your skin during a garage project, drop the link in the comments below! Let's keep building this master resource.

Doing a little research on this platform to populate a new sub we’ve gotten started (r/MotoGuzzi1400) to support this discontinued line. I thought a few of you might find it interesting. Great cruisers.

The Moto Guzzi 1400 platform launched in 2013 as the most ambitious and technically advanced big‑block the company had ever produced. It represented a full redesign of the classic transverse V‑twin architecture, taking the long‑running 1064/1151 lineage and modernizing it for a new era. The engine grew to 1380cc, the largest displacement ever used in a production Moto Guzzi twin, and introduced ride‑by‑wire, multiple engine maps, cruise control, traction control, and a refined electronics package that brought the brand into the modern touring and cruiser segment.

The first two models were the California 1400 Touring and the California 1400 Custom. Both shared the same frame, engine, and electronics, but were aimed at different riders. The Touring focused on long‑distance comfort with a windshield, floorboards, integrated luggage, and a relaxed riding position. The Custom stripped the bike down visually and ergonomically, offering mid controls, lower bars, and a more aggressive stance while keeping the same underlying platform. These two models established the 1400 as a legitimate alternative to heavyweight cruisers from Harley‑Davidson and Triumph, but with unmistakable Guzzi character.

In 2015, Moto Guzzi expanded the platform with two new interpretations. The Eldorado revived the look and spirit of the classic 850 and 1000 Eldorado models, using wire wheels, whitewall tires, polished details, and a more upright, nostalgic presence. It delivered the same 1400 performance but wrapped in a retro aesthetic that appealed to riders who wanted heritage without sacrificing modern capability. The Audace, released the same year, went in the opposite direction: blacked‑out components, drag bars, forward stance, and a firmer setup. It was the most aggressive version of the 1400, aimed at riders who wanted the torque and presence of the big‑block in a stripped‑down, muscular package.

The final evolution of the platform arrived in 2016 with the MGX‑21, the most radical production motorcycle Moto Guzzi had ever built. Nicknamed the “Flying Fortress,” it featured carbon‑fiber panels, a 21‑inch front wheel, integrated side bags, and a futuristic bagger silhouette unlike anything else on the market. The MGX‑21 pushed the 1400 into a new design category and remains one of the most visually distinctive motorcycles of the 2010s. It also marked the high‑water point of the platform’s ambition.

As the years went on, the platform faced increasing pressure from tightening emissions regulations. The 1380cc air‑cooled twin was engineered to meet Euro 3 and Euro 4 standards, but Euro 5 represented a major leap in required reductions. Bringing the 1400 into compliance would have required significant redesign: new heads, revised combustion, more complex catalytic systems, and likely compromises to heat, packaging, and the character of the engine. For a low‑volume platform already expensive to produce, the business case didn’t hold. Combined with Piaggio’s strategic shift toward the V85 and the new liquid‑cooled V100 generation, the 1400 line gradually wound down around 2020–2021.

Today, the 1400 platform occupies a special place in Guzzi history. It represents the last and most advanced expression of the large‑displacement, air‑cooled transverse V‑twin — a combination of character, electronics, long‑distance capability, and refinement that earlier generations never achieved. Owners value the bikes for their torque, stability, comfort, and unmistakable presence, and the platform has developed a dedicated following as parts become harder to source and factory support fades.