Old, classic, patina. An old Moto Guzzi California III

Old. That is less. Everyone wants to grow old. Nobody wants to be old. Classic? That is better than antiques because the antiques market has completely collapsed. And patina is the word that covers all the signs of the time with the mantle of love and works wonders for the asking price. But can classical just be 'old'?

The administrative 25 annual limit for motorcycles is a strange thing

Motorcycles last a long time. And since they were discovered as 'lifestyle & fun' things from 1969 onwards, there are plenty that only did a few thousand kilometers per year. From 1969 it was no longer surprising that an engine block could stay closed a ton.

But there were and have always been motorcycles that had to work for a living. Motorcycles that were not a toy, but simply transport. Have they also become classic? Do they have a rich patina or are they tired of the days? And what about collector value? The originality?

A Moto Guzzi California 3

The thing comes from 1991 and can be found in the beginning in the repair annals of TLM from Nijmegen. He has not yet walked three tons. The gearbox was repaired about 20 years ago. And then the Guzzi only had its regular maintenance. Plus a set of ZGAN pistons and cylinders and two sets of clutch plates. He is now in need of a head overhaul.

Many people find the nevertheless successful Moto Guzzi California III series ugly

But this hard worker - used on a daily basis - has evolved into something without outward pretense. The passenger option has been eliminated, as the Guzzi is only ridden solo. The suitcases on it are narrower than the traffic jam unfriendly fat Givis that once sat on it. And the characteristic buffalo horn handlebar has been replaced by a 100s cross handlebar. The cockpit was also added later. Because daily use must be safe, the Guzzi has a serious amount of light at the front. The 'pirates' with 120W halogen lamps in it increase visibility and visibility. Two FIAMM air horns - XNUMX+ dB (A) - wake up even the most comatose motorist and have already blown the smartphone out of their hands for a few cyclists. All extra electricity, including that for the BA, goes directly from the battery, fused and well, to the switches. And whether that wiring could have been tighter? Hell yes. Some by-passes were drawn left and right. But the replacement of the Dolly Parton-lavish taillight with some Japanese stuff from the XNUMXs is an optical highlight.

The maintenance

Old Guzzis are super easy to maintain. If the Battlaxjes still have a three mm profile, they go off. MZ once used Brembo claws for a year with serious brake pads. Then those claws and brake pads were made under license. Or simply copied. The MZ brake pads give the feeling that you are roller skating on an ice rink. But if you squeeze hard enough, they will do it. Together with Moto Guzzi's integrated braking system, they form a kind of ABS. The crankcase and gearbox breather are old skool British. The foot rubbers on the footboards are cut from a set of clickable floor tiles that were sold by the Action per 10 for € 3,95. They are mounted with a window kit (which dried less quickly than expected). The Action is also the place where the oil and brake fluid is regularly sold. And there is always an extra clutch cable on board. Because if big old Guzzis have a weak point, then that is the coupling cable. With the Cali 3s, there is always the ever-failing gas tap control.

At the age of thirty, this Guzzi still has to work as a Greek donkey. He doesn't get much food, much beating. And continues until death follows. But a while ago, two bearded hipsters were staring at it. In full worship. Because: "What a patina!"

Cheap

Currently, you already have such a Cali 3 for less than 2.000 euros. And then there may even be requirements. The toppers are close to the 3.500 euro. Most are converted to a cafe racer, scrambler or other modern unclear. The (used) parts provision is exemplary.