Cali series bikes.

[Pete Roper]

some time ago I said I'd write a bit of a run down on the 'California' seies of bikes produced by Guzzi over the last 35 years. I suppose I'd better pull my finger out and do it eh?

this is by no means the 'Definitive' piece on the matter but it will probably give you the information you are likely to *need* to know.

Launched in the mid seventies of the last century the Cali was originally a variant of the basic T3 but equipped with floorboards, a big screen, crash-bars and panniers. Like all the 'Tonti' frmed Guzzis to this day it shared the essential frame geometry with the seminal V7 Sport of '73/'74, a machine that rightly holds a place in the hearts of the cognesienti as being one of *the* great bikes of all time. By '76 the V7 Sport had become the original LeMans 850 and its cousin the T3 differed very little, the only 'Performance' based differences being slightly bigger valves and combustion chamber, a lighter flywheel, bigger carbs and porting, (36mm PHF's on the LeMans rather than the 30mm VHB's of the T3.) and a different set of advance springs in the distributor. while the LeMans remains the glamour-puss of the time the T3 is in all *real* terms very nearly its equal.

No doubt pedants and anally retentive festerheads will be keen to point out other detail differences. If I was intersted in point-scoring, sister-kissing, blivet headed pedantry I wouldn't be bothering to write this. If you want to dispute it? do so with someone who cares.

After the T3 Cali came the Cali II. Biggest difference was the change to the 'Squarefin' motor from the original 'Roundfin' but it also got a 100cc boost in capacity. It also got a slightly longer swingarm, *rounder* tank, hideously uncomfortable seat, (The original wasn't crash hot! Odd for a 'Cruiser!) but apart from that iy was much the same.

Shortly thereafter came the Cali III. Now with the Cali III you got bigger, 36mm carbs but still with the 'Mid-Valve' heads as used on the Mk III LeMans BUT in ome markets you got the full house Mk IV LeMans motor. Now prsonally I think that Guzzi's 'Big Valve' twin is one of the shittiest motors they ever built The pistons are heavy, the combustion chamber shape if HORRID and the miracle is not that it works as well as it does but that it works at all! If you get a stab at one? Go for the 'Mid Valver' in my book. At about this time the clutch boss changed from the early '2mm Shallow' spline item to the later '4mm, 'Deep Spline' item used all the way through to the current 2 valve per cylinder models. it is a MUCH happier thing than the 2mm spline option.

After this the motor was punched out to 1068ccand this remains the swept volume to this day although there have, I believe, been slight changes to rod/stroke ratio along the way. Early models from the Cali 1100 series came with a choice of either Carbs and a 'Dodgyplex' ignition system taking over from the earlier one used on the III that's name I can't remember, or the first instance of fuel injection used on a 'Cruiser' in the Guzzi range, (The Daytona had used this system since its incepton. Guzzi were the first manufacturer to use FI on a 'Production' motorbike and don't you EVER forget it!) Using the P8 controller it's behavior was marred by having the engine temperature sensor in the left hand rocker cover. Because these rocker covers ALWAYS run cool in cold weather this meant the ECU wsn't able to cope with big changes in ambient temperature and FI 1100's were not only impossible to set up for 'Year Round' riding but tended to guzzle fuel and foul plugs. On song they are gorgeous. You just have to pick your day at the theatre!!!

In '97 the bikes changed again with a still longer swingarm, a mechanical assist to the proportioning valve for the linked brakes, (A feature of every Cali ever built this means that the foot brake operates one of the front discs and the rear, early models relied on disc diameter alone fo 'Split' the braking force, from 1980 on there was a proportioning valve included in the system.) The 'Improved' 16M ECU was adopted in about '99 and IMHO actually works worse than the P8 BUT the engine temp sensor ws relocated to the RH cylinder head. A still less than perfect sollution as it sits in a shitt plastic holder with an air gap that will engender a false temperature signal unless it it packed with conductive paste but it's better than the earlier one in the LH rocker cover!!!!

More later.

[Pete Roper]

In around 2002 there were some fairly major changes. The splined hub in the bevelbox was made deeper, more depth meant a greater tooth area to spread load, the universal joint and driveshaft design was changed with the centre yoke of the UJ being legthened which effectively cured the problems of the hookes couplings being over stressed in the earlier UJ's which led to them failing, usually at about 60,000 miles. The gearbox was also improved by the adoption of a five dog engagement system rather than the previous six dog one and this coupled with some other minor changes improved the shifting of the venerable five speed box. In fact the five speeds needn't be horrible and clunky but even after thirty five years in production they still don't seem to shim up the selector drum very well and this can and does make for poor changing. Also in 2002 or thereabouts the ECU changed the the 15M type from the 16M and this is what has remained on the machine to this day although later models use the 15M-RC which utilizes an O2 sensor in the exhaust and idle trim is no longer adjustable by Navigator.

In 2003/4 there was a brief run of machines which had hydraulic valve lifters arther than the 'Solid' lifters of th earlier, (And later.) machines. This effectively made the engine almost maintenance free and beautifully quiet but unfortunately someone at the factory didn't do their homework. Early models were plagued by tappet failures and it took THREE different recalls to fix the problem. The issues with this version were also compounded by them using a new, single plate, clutch and the friction material choice was abysmal and they tended to wear insanely rapidly. They were known to fail in some circumstances within 600 miles!!!! The issues with the tappet failures were compounded by the factory never suggesting that the oil pump be inspected after tappet failure had occured. The thing is that the oil pump is the ONLY bit of the engine that gets un-filtered oil. Running bloody great chunks of chilled cast iron fragments through it will in almost every case trash it! Because it wasn't suggested in the recall notice most shops didn't check the pump. As well as this the 'Hydro' Calis run a very light 5/40 oil to allow the lifters to pump up fast. If the pump is damaged oil pressure collapses when the engine is hot with predictable results.

The great shame is that the Hydro's are probably the pick of the lot of them! Get one that has had the final recall done properly and they are, quite simply, outstanding! This is the motor that SHOULD of been in the Norge. They pull cleanly from nothing, are whisper quiet and especially in the EV variant bristle with top of the range gear like tubeless Boher (Sp.) rims, luggage, a fairing that works and pretty good suspension! They are nowadays viewed with great distrust because of all their issues which is a crying shame and aneough to make an imbecile weep as a well sorted one is by far and away the best Cali ever built!

After the short lived Hydro engine was binned the final itteration of the venerable design was released in the form of the 'Classic', 'Touring' and 'Vintage' These bikes effectively use the motor from the V11 Sport but with twin plugs. For some reason the Top-End tubeless rims were abandoned and these models return to the use of tube type rims. Go figure!

This model run though is the swansong for not only the Cali but for Lino Tonti's venerable and brilliant frame design. Over the nearly 40 years it has been in production it has gone from being cutting edge race technology, through road-going 'Sports' bike to its final itteration as a platform for a fast, road Cruiser. Many, many people who are unfamiliar with Guzzi are surprised, nay, AMAZED at how competent the Calis are. I have friends who can carve canyons in So-CAl faster on their Tonti framed machines than they can on modern 'Sports' bikes and at the same time you can cross a continent in comfort and at a speed, (Coppers permitting!) that would see most other cruisers rendered uncomfortable, unrideable pigs.

Unlike most other cruisers the Cali's never let you forget their 'Sporting' heritage. That big pushrod twin LOVES to rev. Don't buy one if you want to plod around making the 'Potato-Potato' noise! all you'll end up doing is busting splines and gearbox bearings. Wind it up! Let it sing! Ride it between 3,500 and 8,000RPM and you'll be surprised at how fast te horizon can come towards you!

Generally speaking their suspension is good without being superb. Most people replace the rear shocks which Guzzi always seem to buy from the 'Bargain Bin' for ome reason and the brakes have alsways been top of the range Brembos. In stock trim they are good but as long as you are willing to spend MONEY you can hop a Cali up until its really quite a respectable road-burner.

No, They aren't for everyone. But they are a greatly under-rated machine and if you're looking for a cruiser that is slightlyoutside the mainstream with the ability to surprise? You'd be very silly NOT to take a Big Guzzi CAli out for a spin.

Pete

[Daniel Kalal]

...hideously uncomfortable seat...

Excellent summary, Pete.  As an aside let me comment on the Cal2 seat.  The first version had the "skunk seat" that seemed more of an extended solo seat than otherwise.  Around 1984 that seat was lengthened by the simple expedient of welding in an extension plug to the old pan.  It's this second seat that is on my bike.  Many, many people hated it (either version) as being much too hard, and perhaps much too ugly.  But, I've found the Cal2 seat to be the best seat for long distance riding.  It is firm, but after a few hundred miles on the road I find that it's about perfect.  I've never had a problem of soreness after a ride (now ask my about the Daytona seat).

[Pete Roper]

Even sillier Daniel was the seat they used on the first SP1000's. I had one of these and it was the most abysmal 'Plank' you could ever sit on. On their 'Brand New' Top of the range tourer. When Jude and I rode to Mandello in '82 on my '79 model by the time we got there Jude wanted to go inside, find the bloke who had designed it, and castrate him! Obviously someone else had the same idea. The seat on the NT, available in 1980, is brilliant. I have one on my current SP and its one of the most comfortable seats I've ever ridden on.

Pete

[Strom]

 

[Chronic]

We hosted a wee little Guzzi rally (sort of) this weekend and a couple fellers were talking about a potentially new Cali design coming, though they all said they'd not hold their breaths.  A bigger displacement motor perhaps?????   Water cooled???  Tonti framed???......
 Another pipe dream???

[Chronic]

Ah ha !!  Found it !!!!..........just a mock up concept bike at this point in time.

[Pete Roper]

No provision for water cooling. The heads and barrels are identical to the current 8V motor. The only thing that differs between this donk and the one used in the Griso/Stelvio/Sport/Norge is the shape of the rocker covers. There was talk of 'DOHC' as well. For anyone with the slightest understanding of this engine format and it's cam drive it is pretty obvious that running double overhed cams would be a VERY difficult proposition.

The rocker covers and their enormous height might be a stylistic excercise or possibly cosmetic covers to hide a second spark plug which would almost certainly make the current 8V motor more civilized, (Or, dare I say it, bland!). The big 'Radiator' that i think is suggesting water cooling to people is more likely simply a cover for a larger oil cooler as used, with thermofans, on the Norge 8V.

I really like the 8V motor, but even though it IS an almost completely NEW design compared to the old pushrod motor its life will be considerably shorter. Within the next five years I'm expecting Guzzi to either be quietly done away with or some seriously new designs to be launched. Designs that may have little or nothing to do with the transverse, 90* V-Twin with a shaft drive. That'll cause the corn-cob pipists to wet themselves, (Many already do!) and have coniption fits but it's just gotta be. Personally I'd like to see a supercharged 120 degree 750 twin based around the Shiver top end architechture with a small blower on it and chain drive. It would still be in keeping with Guzzi's great racing heritage but would offer parts communality for cost and good efficiency for fuel and emissions and sprightly 'road' performance while maintaining the quirkiness that has enabled Guzzi to remain alive so long.

What would I know though..........???????

Pete

[Chronic]

 That'll cause the corn-cob pipists to wet themselves, (Many already do!) and have coniption fits but it's just gotta be.

 .............you're not, perchance, refering that group of Luddites at W.G.

It would be awsome if your vision could come true.........or some version of it anyway.  Probably their best chance of survival.   That said........ i do kinda like the looks of this conceptual Cali.

[Guzzi-Guy]

I too like the looks of the new Cali


Guy
Not quite ready for the suspenders and corn cob pipe

[Strom]

The concept cali...

Hmm... I think it would look way better if you set it on fire.
I know I know.. its a guzzi and it would be a shame.. but it is that fugly.

[atadaskew]

I test rode the Cali Vintage and it seemed to me to be a great bike in a way spoiled by trying to make it too cruiser-ish.
I could not fit my feet properly on it due to the floor boards - maybe they are adjustable?  My shins kept on whacking the cylinder heads if i tried to shift, and I could not reach the foot brake pedal due to the positioning.  Which made braking a bit dodgy seeing it's linked.
If it had regular foot pegs, it would have been much better I'm sure.
The handlebars were a bit too wheel-barrowish for my taste.  Narrower would have been nicer.  Everything else was great. Great comfort for a passenger.
Still bummed they ditched the Baer tubeless wheels for some that need tubes.

[Strom]

Corbin would fix the cylinder bumping... at least I dont do that anymore.
Some passengers love the corbin, some hate it. I guess its try before you buy thing.
Handlebars... well, I changed those.

There is a stud to place your right foot on it while braking. Allows better control. You get used to it and at least I find it really cool now.

I know its weird... you buy a new motorcycle and have to modify it, but then again, thats with every bike. And IMO guzzi is worth it.

I am checking out the new 8v ntx.... it would need some modifications, but overall, it could be made usable.

[Gnigma]

The Cali is the only Guzzi I've ever sat on that my knees don't hit the cylinders. (I haven't sat on many.)