27.c. 2004 Moto Guzzi California EV V2cyl-1000cc : 無料・フリー素材/写真
27.c. 2004 Moto Guzzi California EV V2cyl-1000cc / 70_musclecar_RT+6
| ライセンス | クリエイティブ・コモンズ 表示-継承 2.1 |
|---|---|
| 説明 | 1-12-13 Wyndham Street Races2004 Moto Guzzi California EV Touring Motorcycle TestI've always found myself oddly attracted to Moto Guzzi motorcycles, yet at the same time a bit wary of them. Kind of a yin-yang thing caused in no small part by some of their oddball quirks. On the one hand you've got legendary reliability, a strong, easily maintained engine and driveline and a certain flair for style that only the Italians can ever really pull off. On the other hand you've got those Weird-Harold linked brakes (yeah, I know lots of manufacturers use linked brakes. I don't like those any better) and what might possibly be, at least from the standpoint of my own ergonomic inclinations, the worst foot controls in motorcycling.Truthfully, the first few miles on the EV had me wondering if I'd made the right decision. Those damn foot controls nearly drove me nuts. Believe me, any gears I managed to engage on the first attempt were purely accidental. Stopping with the rear brake was simply out of the question. The pedal was awkward to reach and hard to modulate. Clearly a bit of adjustment was required. A little spanner work put the shifter where I could at least use it, and I placed the foot brake to a position that wasn't so uncomfortable. In candor, once the pedals were adjusted I suppose I could get used to them. But the reality of it is that the lower controls need a complete redesign, preferably by someone who's ridden one of the floorboard-equipped bikes from H-D or any of the Big Four, or at least has roughly humanly proportioned dimensions. With careful adjustment and the right technique they can be made to work, but frankly, it takes dedicated Guzzistis to put up with them in standard trim.On that same note, linked brakes are something I've never really developed a taste for. Considering the majority of roads I'd be on while riding the EV were likely to be at best sandy and slippery, and at worst covered with snow and ice, a linked brake system, especially one without ABS, would seem to create more problems than it solves. Fortunately, for the most part the roads remained dry, and my arguments against linked brakes remained largely theoretical.Other than those two issues, there is a lot to like about the EV. The 1064cc V-twin revs a little slow, but it pulls like Jack the Bear, especially in the midrange. The engine management package is superb. When it comes to fuel injection MG has really done its homework, and it shows. The bike started easily despite the cold, even when the temperature dropped into the single digits, and it immediately settled into a consistent idle, with none of the snorting, spitting or stalling that plagues some other bikes. There was no lean surging or any other indication that the mapping was less than perfect.The transmission is still a bit on the agricultural side, but it shifts much better than any of its predecessors. It's still possible to miss a gear change here and there, but that's mainly due to the balky shift mechanism.Once underway the EV handles quite well. It's a bit firmer than most cruisers, but likely the best-handling member of the club, at least until Ducati starts building one. The bike steers accurately, holds its lines well and has a light, taut feel that belies its cruiser moniker. On the open highway it feels planted and stable at high speed, high speed of course being a relative term when you're riding the thing in below-freezing temperatures all night. Dedicated Guzzi riders tell me they routinely drag the high floorboards on these things, though I'm not sure that's something to be proud about.While my stint on the EV took place in midwinter, riding the EV during Mother Nature's worst isn't as tough as it sounds. The weather protection is first-rate for a cruiser, and not at all bad by touring-bike standards. The small fairing/windscreen and foot guards block more wind than you'd think, and the heavily valanced fenders keep the muck and mire at bay. When you factor in the heated grips, why it's practically as easy as taking the car.In the end, the California EV Touring is a good, if slightly flawed, motorcycle, especially if you like your cruising with a sporting flair and some touring capability. It has that indisputable Italian bike cachet as well, if that sort of feature is important to you. Now if they'd only fit decent foot controls to the thing...SPECIFICATIONS2004 Moto Guzzi California EV TouringSuggested base price: $13,490Standard colors: Red/Black; back/chrome;blue/chrome; dark silver/blackExtra cost colors: NAStandard warranty: 12 mo., unlimited milesWebsite: www.motoguzzi-us.comENGINE & DRIVETRAINType: Air-cooled, 90-degree transverse V-twinValve arrangement: SOHC, 1 intake valve, 1 exhaust valve per cylinder, operated by pushrods, hydraulic adjustersDisplacement, bore x stroke: 1064cc, 92 x 80mmCompression ratio: 9.8:1Carburetion: EFILubrication: Wet sumpTransmission: Dry single-plate clutch, 5 speedsFinal drive: Shaft CHASSIS Dry weight: 573 lbWheelbase: 61.4 in.Overall length: 93.7 in.Seat height: 30.7 in.Rake/trail: 29.5o/ 4.26 in.Wheels: Wire-spoke, 2.50 x 18 in. front, 4.00 x 17 in. rearFront tire: 110/90 VB18 tubeless Rear tire: 150/80 VB17 tubelessFront brake: 2, 4-piston, double-action calipers, 12.6-in. discsRear brake: 2-piston, double-action caliper, 11.1-in. discFront suspension: Marzocchi 45mm, 5.5 in. travel, adjustable dampingRear suspension: Dual dampers, 3.5 in. travel, adjustable for preload and dampingFuel capacity: 5.01 gal.Handlebar width: 32.0 in.ELECTRICAL & INSTRUMENTATIONBattery: 12v, 16AHInstruments: Speedometer,tachmometer, odometer, warning lightsSource: www.motorcyclecruiser.com/roadtests/2004_moto_guzzi_calif... |
| 撮影日 | 2013-12-01 14:22:03 |
| 撮影者 | 70_musclecar_RT+6 |
| 撮影地 | |
| カメラ | NIKON D90 , NIKON CORPORATION |
| 露出 | 0.004 sec (1/250) |
| 開放F値 | f/8.0 |
| 焦点距離 | 18 mm |