CORRECTION: The Cali III story with the photos

Doing a lot with few people. That sometimes goes wrong. The Moto Guzzi III story in the printed version of AMK contained the wrong Guzzi text. Below is the text that should have been in it. For the real collectors: print it and insert it. Then we sleep well again.

Our apologies.

The Moto Guzzi California III: the Guzzi Davidson

A tough Italo American

The California II retired. The California III was put on the market in July 1987. The machine was more emphatically designed as a Harley beater, with a teardrop-shaped tank and a stepped 'King & Queen' saddle. Kewl!

The design of the suitcase set was adjusted. Chic! The side covers got rounder shapes that matched those of the tank. The California III got new five-spoke cast wheels, but because spoke wheels fit better with the concept, they were also available. After all, the customer is king?

Because of the far-reaching side stand, such a California III is also on loose ground like a house. And kicking that jiffy off with a heel is incredibly cool. Just practice: If he claps back while you step off carelessly. The thing weighs about an 300 kilo. And in spite of the exemplary low center of gravity, that is just as firmly lifting.

It would warm you up. Certainly if you look at the entire terrace with full attention.
In 1988 there was a new version of the California III, equipped with a large touring cockpit and a luggage set including a large top case. To make the difference between the two models clear, the version with fairing was added “CIRR” and the standard version became “California III RL”. In our country, the hooded Cali IIIs are simply known as 'Full Fairing'. Also beautiful. At the same time a version was released where the carburettors were replaced by Marelli electronic fuel injection. A case that was viewed with suspicion by people who knew how shaky the combination between Italians and electrical and electronic things is. It was not too bad. The California became a bit more economical. The injectors were called “Iniezione” in Italy and therefore “E. Fuel Injection ”or“ Electronic Injection ”. This engine delivered a little more power: 67 hp.

The effective driving speed was and still lies between 120-130 km / h. Above that, the wind noise, mechanical noise and vibrations become too pronounced. California stands for the States. And they don't drive that fast there. But the Cali at a pace of 120-130 km / h is a marathon runner.
The twin has quite a power. And that even at normal human speeds. The short final drive makes the engine seem even more powerful. And in fifth gear, the speed may drop to about 1300 (in terms of speed, that is about 30 km / h). When the gas goes on again, the fat twin takes off with big bangs and steps. At about 2500 rpm the throttle may then be turned on as far as it will go. Then he picks up bravely again. Ultimately, the top speed - partly due to the built-in headwind of the plexiglass windshield - is something like 160 plus a little. The apparently traditional small dip in the middle area of ​​the large Guzzis is hardly noticeable in practice. Already at 3000 rpm, the V-twin-cylinder engine develops its highest torque and invites you to drive gear shifts. How relaxed the heel toe pedal; also switches. To accelerate smoothly, the gears do not necessarily have to be pulled up to the maximum power speed (6600), let alone into the red area (at 8000 rpm). Shifting at 3000-4000 rpm gives a pleasant driving experience.

Braking on a Cali is also nice. The rear and left front brake disc are operated simultaneously with the foot. The front right brake disc - which was only planned as an auxiliary brake, but which is used by quite a few Guzzisti as the only brake. - is operated by the parking brake lever.

In practice, using the Guzzi braking system offers many advantages, even for experienced riders. The braking force is optimally distributed between the front and rear wheel. Where with conventional braking systems the right hand and the right have to provide a balanced interplay to develop optimal braking power, the California III is sufficient with a simple foot pressure.

In addition, during emergency stops, the safety reserves of the integral braking system become clear: while two hand-lever operated discs in the front wheel lock all too easily during emergency stops while simply forgetting the rear brake, the California braking system eliminates the danger of braking yourself virtually out. Even if at speeds above 100 km / h the foot pedal is fiercely stomped, at least on a dry road surface only the rear wheel blocks on the last few meters.