Emporio Elaborazoni Brigante

It’s been a little while since we heard from Dopz and the crew at Emporio Elabroazoni Meccaniche in Rome, but the boys are back with a new build, and they’re back in a big way with this stand-out custom CB400N, which has been given the moniker Brigante, which pretty much translates from the Italian as Rascal.


The bike follows the EE philospy of recycling and reusing original bikes and parts to give them new life and “new dignity”. We like that. It sounds kinda noble, and this bike does have a noble look about it.

“The donor bike was a Honda CB400N. We worked on the idea of doing a very short bike using and old mopped Piaggio Ciao seat.” The frame was shortened and reinforced to accommodate the stubby rear end with new shocks. The indicators were built in to the chopped ends of the frame to keep the seat clutter-free, while the rear LED light fitting is cleverly integrated into the cross bracing in the sub-frame that supports the seat spring.

The wiring was simplified and tucked into the frame tubes to keep it clean, but the guys are not fans of the empty rear subframe trend. “We do not love this trend of the empty hole from side to side under the seat, so we had fun reworking an old Kawasaki filter to hide the battery and fuses.” This is mounted to the left side with a round painted panel.

On the opposite site to the battery there is an old hip flask fitted – which isn’t there to sip by the roadside while you wait for the RAC, it’s actually for your tools – so you can fix it yourself and get home in time for a beer with your mates.

The tank is from an old Gilera, which has been re-worked to fit the frame. The Piaggio Ciao seat was recovered in leather, and the same leather was use to make a belt to affix the tank. The machine-gun exhaust is from a Triumph Scrambler which has been chopped and split into two exit pipes.

The rest of the mods include bates style light with a yellow lens, upgraded brake master cylinders, aluminium footrests, a flat handlebar, hand made fenders and a host of parts too numerous to list. The colour scheme was inspired by the original Gilera tank which has been graced with the Emporio Elaborazini spanner emblem, made from two opposing Es.

It’s a classy looking bike in its red & gold livery, with a clipped, truncated look, and it adds nicely to the range of builds from Dopz and the crew. There are plenty more builds from Emporio Elaborazoni on The Bike Shed Emporio Elaborazioni pages, on Facebook, or you can check them out on their own Website.

Honda CB200T

This gorgeous little CB200T built by Steve Baugrudl proves once and for all that small really is beautiful. Steve has already wowed us once here in the shed with his stunning XS650 which was sold through The Bike Shed Custom Classifieds to a lucky bugger in New Zealand.  But unbeknown to us, Steve was working away on the CB at the same time.

The ’75 model came to Steve as a $60 Craigslist find from a local college student. Unsurprisingly, it was a complete mess with a badly dented tank from a CB175 and a load of parts missing.  It also hadn’t turned a wheel for years.   But despite the sorry state of the cosmetics, the engine had only done 2000 miles and it had great compression, so the only thing Steve had to do was clean the engine up a bit and rebuild the carbs.

In Steve’s opinion, the tank is the most important part of a build, and it took him a long time to find one that came complete with the rubber middle section and the chrome side pieces.  Eventually Ebay came to the rescue, and a mint CB200T tank winged its way to Milwaukee where it was treated it to an epoxy coating, and a stunning black and gold paint job.

The frame was heavily modified, you can’t make a CB look this pretty without getting the angle grinder out.  All the tabs were removed as was the rear end, and an integrated fender was welded into some new frame bracing. The rear seat pan was formed from steel sheet by a local fabricator, then the whole thing was painted black and clear coated. All electrics, including the battery, were tucked away underneath the seat, and the cafe racer stance was achieved with some vintage NOS clip ons.

The front disc brakes from the stock CB200 were shot and new calipers are impossible to find, so Steve swapped them out for a drum setup from a CB175.  A step backwards in performance, but a whole load more surface area to paint gold! Without doubt the striking feature of this bike (aside from the gold paint) is the high scrambler pipes. CL200 pipes are nearly impossible to find now, so instead Steve sourced a mint CL175 set on DoTheTon.  Apparently they fit right on without any modifications – why does that never happen to us??

We’re not the only ones who think this bike looks a little bit special, it features in a book entitled “How to Build a Cafe Racer” by photographer/writer Doug Mitchel, who also took the photos for this story. Steve says this bike doesn’t just look the business, he also says its a blast to ride being light, nimble and surprisingly pokey.  We’ll take your word for it on the performance side of things Steve, but in all honesty, we’d be too busy checking ourselves out in shop window reflections to notice.  Thanks for sharing mate, and we can’t wait to see what comes out of your shed next.

BMW Christian’s R80RT

The legendary BMW boxer engine, rugged dirt tyres, high wide bars and a roll full of tools, just in case. Everything you could need to fulfil a compulsive wanderlust. Hit the road and let the ride unwind an adventure.
This BMW R80 RT was built in its Bavarian homeland by hobby mechanic Christian, it requited a long standing dream of his to craft this very machine. It was his first build, and the finished article is just reward for his long lonely winter spent working in the basement of his home.

Christian found the donor bike via an internet classified ad, after parting with a reasonable 1700 Euros he set to work transferring his ideas onto the metal. The bike he had purchased was a 1987 model, (type 247 for you boxer geeks) that delivers 50 bhp from its 785 cc capacity.

The mill was given a thorough overhaul by Fa. Langwieder in Neukirchen to ensure Christians graft would grace a thoroughly solid machine and that the intriguingly mounted tool roll would be more for its visual impact than its contents. The engine was then glass beed blasted to an as new finish, the rocker covers and front engine section powder coated in gloss black for contrast.

The colour scheme barely garnered a second thought from Christian, “Matte black and brown leather was the only choice for this bike. it should be angry.” Angry yes, yet undeniably classy. That giant blackboard of a tank eagerly awaits some temporary chalk scrawled directions to dictate the course of a ride.

High bars with topple unfriendly bar end indicators and reassuring mirrors are kept clean and simple with the Motogadget speedometer classically mounted in the headlight binnacle. The un-fussy matte black powder coating extends to all of the running gear including the perpetually lovely snowflake wheels. A new stainless steel exhaust system was fitted, with chrome silencers completing the colour and texture palette.

So far so Scrambler, but the seat and tail section diversify the look, seemingly more destined for a cafe style build. But the unit works elegantly with the unobtrusive rear frame which was reduced to the bare minimum required for structural rigidity. The brown leather upholstery adds a drawing room plushness to the build and compliments the aforementioned tool storage.

If you must, you could tag it as a Scramble Cafe, or if like us categorising and pigeon holes bore you, you could simply declare it for what it is; A great looking motorcycle.

Royal Enfield Egg – a custom built scooter from Bullet

Which came first, the chicken or the egg? what ever be your answer, Mr. Javeen the Royal Enfield Dealer in Kattayam, Kerala says it is egg without any confusion because he believes that almost every life starts from an egg. This belief made him to win the most popular custom bike award for his concept bike, Royal Enfield Egg, in the Royal Enfield Rider Mania 2012 held in Goa from November 23 to 25.
 



Javeen, a Royal Enfield dealer in Kottayam, Kerala, is the master brain behind the Egg Bullet. The success of the egg concept is a result of a long year's research and studies. Almost every life starts from egg and this concept was the inspiration behind taking such a theme, said Javeen.



Before committing alterations, all he had in his mind was an image of a scooter and an egg. What he wanted was a scooter from Bullet, but in the shape of an egg! Those who all heard Javeen's idea wondered as if that would never be done. Alas! He once again amazed with his final result, which was none other than the Royal Enfield Egg Bullet concept. Finished in white and yellow paintings, and framed as a scooter, the egg concept became an only bike of its own.



Javeen had to shell out Rs. 2 lakh to alter a Standard Enfield to the very Egg concept Bullet. It's not a novel stuff for him for he does customisation at least once every month for customers. Moreover, it is for the third consecutive time Javeen is winning in the most famous custom built bike competition.

Bajaj Pulsar SS400 and CS400, first look, review

 

 

    

  

   

   

   

   

Bajaj’s popular home-grown motorcycles, India’s most loved Pulsars are to get bigger, better and racier in days to come. It’s known the faired SS200 ‘junior supersports’ bike will be the very next Pulsar to hit our roads in weeks to come, but other Pulsar variants displayed at the Auto Expo tell us we can expect more excitement as the SS400 and slick looking naked CS400 evolve on Bajaj R&D (known as **Ahead) drawing boards, to roll-in at different points in future.
The SS400 and only just unveiled CS400 are new Pulsar bikes that will run 375cc powerplants derived from the 390 Duke engine, after suitable tweaks are incorporated to match their new personalities. The faired-in SS200 and SS400 Pulsars are to be bold new segment drivers on Indian roads, offering biking enthusiasts here a level of style and performance never previously available from Pulsars, while the CS400 will be a power cruiser, with smoother lines and minimal bodywork.
The SS Pulsar bikes sport a set of aggressive, dual-headlights that peer ahead meanly, where the Pulsar CS400 shows off a single, purposeful looking headlight. Clip-on handlebars are standard on SS models, where the CS400 will rely on a flat set handlebar. All these new Pulsars will show-off plenty of lightweight alloy parts.
Sporty, compact cockpit layouts are the norm on these next generation bikes, with comprehensive, well laid out instruments and Bajaj-typical top drawer switchgear.

The new Pulsars sport tastefully sculpted tanks and body cowls. The SS400 is a sharp looker that comes with sporty split seats, where the less aggressive Pulsar CS400 will seat its riders on a stepped saddle.
The Pulsar SS400 and CS400 will derive their four-stroke and single-cylinder engine platforms from the 390 Duke, so expect a full complement of close to 45 aggressive horses from both, with ample modern technology including liquid-cooling, four-valve heads and six-speed, close-ratio gearboxes packed in. Final drive will be via exposed drive chains, and compact, sporty exhaust systems will grace the new bikes. Both, the Pulsar SS400 and Pulsar CS400 shall use engines suitably tailored to fit the new roles, and having experienced the blistering pace of the 390 Duke, you can expect potent, refined and rev happy powerplants, with scalding acceleration and top speeds in the region of 150kph, perhaps even a shade faster.
Smart alloy wheels are standard, the Pulsar SS400 relying on telescopic fork front suspension, where the CS400 concept at the Auto Expo deployed beefy looking upside down telescopic forks. At rear, the new gen Pulsars will use monoshock suspension setups. The SS400 and CS400 Pulsars are to deploy multi-spar frames, supported by box section swingarms. Single, drilled disc brakes will be standard front and rear, while Bajaj is expected to offer the added security of ABS.
The Pulsar SS400 can be expected to debut later in 2014, after the SS200 has paved the way and settled into the market, while the naked CS400 is still in its early development stages, to arrive later, sometime in 2015. Expect these next generations of Pulsar bikes to live up to their name, offering all and more in terms of stylish, affordable and sporty bikes, with rich specification lists and zippy performance.

Why I invested in a classic motorcycle

It was always going to happen. Conceding to middle age could only mean one thing – I was going to buy a motorcycle. Not for me, though, waddling around the bike shop ogling at the latest superbike, my goal was to reclaim lost youth by purchasing the bike I owned as a boy.

And when I say boy, I mean it. For I am of an age that places me among the very last who could pass their test at 16 then legally ride a bike with any power output – and not have to wear a crash helmet. I remember to this day the buzz of turning up at school with my hair frizzed out at 90 degrees. How cool was that for any Lower Sixth upstart growing up in the early Seventies?

The bike of my dreams at the time was the Triumph Thunderbird. The problem was I couldn’t afford one; at about £150 for a largely clapped out example they were beyond my reach. But when a Thunderbird-ish looking Triumph emblazoned with “Bike of the Week, £99” appeared on the forecourt of Luton motorcycle shop Coburn & Hughes, the deal was as good as done.

Mistaking “Bike of the Week” as a euphemism for “bargain”, I handed over the cash for what turned out to be a 1962 500cc Triumph 5TA Speed Twin. So began the ride of my life. Friends, girlfriends, good times, bad times – all, in some way or another, would become referenced in terms of my 5TA and the places it took me.

I only owned the bike for a couple of years before shoddily rebuilding the engine, which then promptly blew its barrels off, a common occurrence befalling any wannabe Triumph mechanic not in possession of the thin ring spanner needed to properly tighten the nuts between barrel and crankcase. By now an impoverished student, I decided to sell it to my local dealer, Sid Mularney. Sid was famous for three things; his Manx Norton TT racing machines, a workshop with a resident spanner-throwing poltergeist and driving a hard bargain. Consequently, I walked away miserable with just £22.50.

Fast forward 40 years and everything has changed. Triumph 5TA Speed Twins are now unquestionably objects of desire. As the motorcycle that set the standard for parallel twins, examples of the 5TA now change hands for anything up to £6,000. I was fortunate to pick up mine, fully restored with only sensible modifications such as 12-volt electrics, for £4,500.
How much has been spent returning the bike to its current condition is anyone’s guess, but labours of love such as this are not about cost.
Owning a classic motorcycle is pure joy, especially when a chunk of your own history is inextricably linked to the type of machine in question. I can honestly say I get more pleasure riding my 5TA at 45mph than I ever did while cranking over my modern Triumph at the speed limit. Far from the blandness I cannot help associating with modern bikes, the 5TA involves and absorbs me totally in the ride.
The handling is predictable and speed has to be gradually coaxed out of it, but just glancing down at the famous Triumph nacelle and the grab-the-bull-by-the-horns handlebars still sends a shiver.
I’ve given up with the spanners, though. Happily, we’ve got a great classic bike specialist locally (take a bow, Andy) so I really have nothing to worry about.
Except which bike to take out today. That’s because the bug has hit me hard, and a Thunderbird just like the one I always wanted came up for sale recently. It looks great alongside the 5TA in the garage.
THE FACTS
Triumph 5TA Speed Twin
Engine: 500cc overhead valve vertical twin-cylinder engine
Launched: 1937 Olympia Motorcycle Show, price £74.00
Last produced: 1966
Notable features: Triumph "bathtub" rear panels and "centurion"-style front mudguard (not all models)
Notable achievement: lap record at Brooklands in 1938 at 118.02mph (record still stands because Brooklands was not used for speed events after the Second World War)
Notable customers: the AA, Metropolitan Police, British Army

Triumph Bonneville T100: First Indian review

The Bonneville T100 is the second most affordable Triumph motorcycle that’s sold in India. It looks simply stunning in the flesh. It’s overall design shouts classic  ’60s styling – with spoke wheels, embossed Triumph tank badges, two-tone paint job, long, flat seat with white-piping, chrome engine covers, twin chromed peashooter exhausts. But a closer inspection reveals modern engineering and great attention to detail.

The ignition switch is located on the left side of the headlight assembly like the bikes of yore. There’s even a separate key to lock the handlebars on the opposite side. The hand-painted lines on the tank, the inscribed rubber on the foot-pegs, the badging on the rear of the seat and the round mirrors are classy touches to the retro-design motorcycle.

The handlebars, and consequently the grips, aren’t very wide, but the latter have a nice, chunky, grippy feel. The plastic switches are of good quality and feel great to use on-the-go. There’s a kill switch that cuts off the engine and shuts power to the instrument fascia, but the headlight, parking light and tail light remain on even with this switch engaged. There’s a switch to toggle between high and low beam, there’s no switch to kill the lights up front when not required.

The exposed black instrument cluster atop the handlebars looks elegant, and houses a tachometer and an analogue speedo, both circular, and the speedo features a digital odometer and two trip meters. There are some warning and indication lights but no fuel-level or engine temp indicators. Clearly, a lot of effort has gone into sticking to the retro theme – note the fuel injection system that’s been made to look like a pair of carburetors.

The riding posture is very relaxed, with the long seat allowing both rider and pillion enough room to adjust position. This Triumph feels like a comfortable bike to employ on a daily basis and for long distances.

Inside its simple tubular steel cradle, the T100 houses an air-cooled, 865cc parallel-twin motor good for 67bhp and 68Nm. There’s plenty of low-end grunt on tap to get past slow moving city traffic while it felt really well-balanced, light and easy to manoeuvre in tight spots.

The engine is mated to a slick 5-speed gearbox that doesn’t jerk during shifting. Power delivery is smooth and progressive, pulling sweetly from as low as 1,800rpm all the way to the 8,000rpm redline. There’s very little vibration through the handlebars, thanks to the balance shafts in the crankcase.

Only after the 5,000rpm mark do you feel some vibes through the grips, which tells you you’re picking up pace. With tall gearing and more than adequate torque on tap, the T100 doesn’t demand a lot of gear shifts in traffic. The large clutch and brake levers are light and easy to use. The Bonneville pulls away from 40kph very nicely in fifth gear. The twin exhausts crank out a pulsating cruiser thump at low revs and sound progressively potent and thrummy as you move up the powerband.

Riding a Triumph motorcycle that is named after the Utah salt flats in the US, where land speed records are regularly set and broken, we simply had to give this Bonnie the beans. On an open stretch of road we did just that, and weren’t left feeling disappointed. The T100 isn’t bat-out-of-hell quick, but we found the Bonnie quite nimble on its feet, thanks to the chassis and tyre setup. Sure, it’s no surgically precise corner carver, but it will take those long sweeping corners in well its stride.

The T100 feels more at home cruising at a relaxed 80-100kph at 3,000-4,000rpm in fifth. Besides looking particularly retro chic, the adjustable Kayaba suspension setup absorbed bumps and undulations commendably well even while cornering, while the Nissin disc brakes and Metzeler tyres provided great stopping confidence, even with no ABS.

We expect the Triumph Bonneville T100, priced at Rs 6.6 lakh (ex-showroom, Delhi), to pose a serious threat to its already established arch-rival Harley-Davidson here in India.

The numbers
865cc, air-cooled, parallel-twin, 67bhp, 68Nm, 5M transmission, 230kg, Metzeler 100/90 R19 (f), 130/80 R17 (r) tyres, 16 litres fuel tank, 190kph (approx.) top speed, Rs 6.6 lakh (ex-Delhi)

The verdict
The Bonneville T100 is very smooth and stylish, ideal for city folk transitioning from a small motorcycle to a large one. It’ll appeal to those who fancy classic-styled motorcycles. And at this price, it’s a good value-for-money 800cc package.

Upcoming KTM RC200, RC390, 390 Adventure. 1190 Adventure2015

It’s surely raining bikes in India. With world class motorcycles such as the KTM 390 Duke having made it to India, gone are the days when Indian performance bike lovers had no choice but to restrict them to the likes of Hero Karizma and Bajaj Pulsar 220. Now, most international performance bike makers have decided to make an entry into the Indian market and among the most promising of the upcoming entry level/middle-weight performance bikes are a handful of beasts from renowned Austrian bike maker KTM. Here is a list of upcoming KTM Bikes in India 2014-2015:-

KTM RC 200

• Expected Launch Date- Mid 2014
• Expected Price- INR 1,40,000- 1,55,000
• Engine- 200 cc
• Power- 26 PS

The excitement around KTM RC200 is building up as its launch date nears. It is speculated that KTM RC200’s global launch will shortly be followed by its launch in India, which will be somewhere around mid 2014. The RC200 will run on a modified version of Duke’s DOHC single cylinder 200cc engine that will gush out a power of 26 PS. With amazingly sexy looks and a price tag of  INR 1,40,000-1,55,000, this bike is definitely among the most awaited models in the biking fraternity.

KTM RC390

• Expected Launch Date- mid 2014
• Expected Price- INR 2.2 lakhs
• Engine- 375 cc
• Power- 45 Bhp

Very similar to RC200 in terms of looks, the KTM RC390, which boasts of considerably more power, is also expected to be launched in mid 2014. As we said, RC390 offers a sportier performance and this hulk has created enough buzz prior to its launch. Expected to be priced at INR 2.2 lakhs, RC 390 is powered by a 375 cc engine that spurts out a power of 45 BHP. It will indeed be interesting to see which of the two, RC 200 and RC 390, will be a bigger hit among the bikers.

KTM 390 Adventure

 

• Expected Launch Date- 2015
• Expected Price- INR 2.5 lakhs
• Engine- 373.2 cc
• Power- 42 bhp

KTM is surely expected to ride high on success with the launch of KTM 390 Adventure in mid/late 2015. With an expected price tag of INR 2.5 lakhs, 390 Adventure will surely be a dream bike for the bikers who love venturing off the beaten tarmac. 390 Adventure is powered by a 373.2 cc engine that would spurt out a power of 42 Hp. With its adventure-style looks and a highly capable engine, the 390 will definitely be treat for the bikers out there.

KTM 1190 Adventure

• Expected Launch Date- December 2015
• Expected Price- INR 12-14 lakhs
• Engine- 1190 cc
• Power- 145 Bhp

The upcoming KTM 1190 Adventure could very well open gates to a new sub segment of the ‘big’ performance bikes in India. This brute of a bike is powered by a mighty 1190 cc engine that churns out a power of 145 Bhp. It is speculated that 1190 Adventure will be the best adventure motorcycle India has ever seen. 1190 Adventure could come for a whopping price of INR 12-14 lakhs. This versatile motorcycle will be one of a kind that India has ever seen.

The Moto Guzzi 1400 California Custom and Aprilia’s Dorsoduro 750 ABS

Big, tough and beautiful – what a visual impact this bruiser makes! Moto Guzzi, the oldest continually operating European motorcycle manufacturer, thoroughly revamped the California for 2013. It’s now a big beefy classically styled motorcycle that packs a surprising wallop from beneath its 1950s muscle car looks. This is modern retro design done right.
Speaking of retro, let’s go retro with Moto Guzzi history for a moment. It’ll help give us some background on this 1400.
With five different parent companies over its history, Moto Guzzi has had some uncertain times. In the early 2000s, two big things happened to put Moto Guzzi firmly on solid financial and design footing – Miguel Galluzzi and Piaggio.
Aprilia purchased Moto Guzzi in 2000. Piaggio then purchased Moto Guzzi and Aprilia in 2004. Piaggio owns seven Italian companies, one of which is now its designated halo company: Moto Guzzi. Miguel Galluzzi (the original Ducati Monster designer) went to work for Piaggio in 2006. In 2009, Piaggio invested big money into modernizing and updating plants and supporting future Guzzi model development. One of the resulting models, the Galluzzi styled California, was previewed to dealers in 2011, and is now hand-built in the newly updated plant in Mandello del Lario.
With the Piaggio money invested, the California 1400 is thoroughly modern and high tech.  Moto Guzzi says the California has “the best of the most modern and advanced technology with the classic feel and elegance of the Moto Guzzi brand.” Not only is there an entirely new engine, new chassis cool Galluzzi-designed external design, but the bike also features ride-by-wire, multi-map engine control, cruise control, MGCT traction control and twin channel ABS.
From stem to stern there is a look of “oneness,” quality and muscular imposition implied in this California.  Cool details abound. The headlight and taillights are a complex set of curves and different lighting technologies. The iconic engine cylinders integrate into a smoothly styled and sculpted seat/tank junction. The rims are airy and architectural with cool red Moto Guzzi badging. The high quality twin remote shocks hang their reservoirs out for all to see.

A cruiser with Brembo brakes. You gotta love Italian design and engineering.

Everywhere you look it’s obvious that Moto Guzzi was aiming for excellence in its build quality. Hop on and thumb the starter and you feel as much as you hear the new air- and oil-cooled 1400cc, eight-valve engine come to life.  No doubt there is some serious metal spinning beneath you, but the bike quickly settles into a loping V-twin idle that shakes the handlebars and mirrors at rest.  Crack the throttle and it lurches to the right with its longitudinal crankshaft. Nevertheless, all that power spins up quick and makes the bike very responsive compared to other big V-twin cruiser engines.
Want a bark to match the bite? The California’s big, nicely styled exhaust cans ensure noise is kept in check. I think if I owned this Goose, I’d be checking the aftermarket or the Guzzi accessories page for more volume.
Settling into the seat reveals well-cushioned support and comfort. Surveying the instrument cluster gives you a plethora of easily readable information for speed, mileage, mpg, engine mapping and more. The assembly is mounted up high where it’s easily seen, thank you Moto Guzzi! Mirrors are great and the riding position is comfortable and relatively neutral by cruiser standards, if not just a little foot forward for my (non-cruiser) taste.
Pull in the clutch, toe the heel-toe shifter and off you go. Engine vibration instantly disappears with the “elastokinematic” mounting of the engine. Clutch engagement is broad and easy to use. Launching hard on the Cali will surprise you – ROARING off of a stop with a forceful gut punch of torque that pulls hard all the way to redline via its four-valve heads.
To be certain, the new California 1400 doesn’t have that wheeze typical of a big cruiser engine.  This thing lunges off the block and has no problem sprinting up in speed in a quick-revving nature atypical of a cruiser.  It’s huge fun and is accompanied by the coolest gear whine I’ve heard since I last hopped off of a gear-driven cam Honda V4. Character? Yeah, the California 1400 has LOADS of it.
You have three engine maps to choose from: Veloce (Sport), Turismo (Touring) and Pioggia (Rain).  While each has quite an impact on character, they’re not to the degree of the changes in the Dorsoduro 750 we just tested.  Similar to that bike, Veloce is highly responsive and adds even more torque down low; Turismo moves that torque up the range a little and smooths out the bottom end; and Pioggia is pretty soft, but totally rideable for its intended purpose.  In Turismo, you still have full power and it seems to really fit the character of the bike without the abruptness in the Veloce mode. Of course, all this is made possible with the ride-by-wire technology.
Connected to the California 1400’s engine is a cruiser chassis that really knows how to dance. This big Goose is Brooklyn Bridge-stable in a straight line or while carving through a corner. The bike feels like nothing will push it off line. Nevertheless, it’s surprising how willing it is to corner – turning in and carving as nicely as a 700-lb. cruiser can.
In fact, Moto Guzzi must already know how it handles as they included replaceable sliders on the floorboards! Suspension is plush and well damped with a stout 46mm fork and the aforementioned remote reservoir shocks out back. Both are preload and rebound adjustable and do an excellent job of smoothing the bumps.
I’d be remiss if I didn’t mention the braking system on the California 1400. Remember that this big cruiser likes to hustle. As a result, it needs good binders. Thankfully the brakes are more than up to the task of converting kinetic energy to heat with a set of genuine radial-mounted Brembos clamping down on 320mm discs with steel braided lines up front and another Brembo caliper and disc mated with a steel-braided line in back. The brakes are forceful and controllable at all times and the ABS is unobtrusive and works well, ultimately adding to the safety of the rider.
Hopping off the California 1400 for the last time and reflecting on my experience brought a smile to my face. For its intended purpose, Moto Guzzi nailed it with this thing. Forceful, tech savvy and sophisticated, they created a muscle cruiser that does it all well.
Buon lavoro Moto Guzzi!

There is a huge hooligan factor with this bike. It makes you want to do bad things. Very bad things.

I love Italy. Actually, I love things that come from Italy. It’s hard to dispute that this wonderful country produces some of the best food, wine, cars and motorcycles anywhere on the planet. Now there’s one more to appreciate: the Aprilia Dorsoduro 750 ABS.
If you think the Dorsoduro looks familiar, you need only look at its sibling, the Shiver. We road tested the Shiver a few years back and I absolutely loved that bike. But is the Amore still there?
Both bikes share a hybrid steel trellis/cast frame section and the same, wonderful 749.9cc liquid-cooled 90° v-twin. Featuring fuel-injection, double overhead cams, with four valves per cylinder, and a compression ratio of 11:1, the Dorsoduro’s flavor is good for 92hp at the crank and 60.4 lb.-ft. of torque, a slightly different figure from the Shiver’s 95/59.7 offering.
Unlike the Shiver, the Dorsoduro’s styling is more aggressive. Jumping on the popular Supermoto bandwagon, the seat is high and flat – as are the bars – the front fender is high, there’s a small (but effective) headlight up front and not much behind the rider, save for a single taillight tucked in between the twin, underseat stainless steel exhaust mufflers.
Climbing aboard and settling onto the seat, you’ll find your tush roughly 34 inches from the ground. Now, owning two bikes with taller saddles, I’ve grown accustomed to not flat-footing. Plus, the view from this saddle is a nice one. The instrument cluster looks great, featuring a large tachometer, multi-function LCD screen and the usual host of indicator lights. Time to ride!
Thumb the starter and listen to the whump-whump-whump as the bike idles. The tach does its sweep and lights flash on and off. Modern fuel-injection ensures a quick start and no stumbling off the line. Clutch pull is light and the bike snicks effortlessly into gear. The front brake can easily be modulated with one or two fingers. The sound of the 749cc V-twin is intoxication and just gets better as the revs climb.
Now moving, you’ll feel the 43mm male-slider forks and 17-inch aluminum wheel wrapped with 120/70 ZR 17 rubber. In the rear, the beefy, cast swing arm hugs a 6 X 17-inch aluminum hoop, wrapped with an impressive 180/55 ZR 17. Single rear shock has adjustment for both preload and rebound. Dual 320mm discs with Brembo four-piston radial calipers up front and a single 240mm disc/single-piston caliper, in back, handle stopping duties. Twin-channel ABS insures perfect braking.
There are three different modes for engine management: Touring, Sport and Rain. Touring is obviously the most-rounded and I found it perfect for commuting and general riding. I did run Rain mode, after picking the bike up in the rain, and everything definitely settled down a bit. Rain mode also makes the bike a little harder to launch and engine braking is reduced. Sport mode is just an animal, with the fly-by-wire throttle offering instant feedback. I switched to Sport on a commute home and it just wanted to loft the front tire every time I left a stoplight. They should just refer to it as Lose Your License mode.
Still, regardless of which mode you choose, the bike is a delight to ride (OK, maybe not in Rain) and begs to be pushed farther than my abilities would allow.
Wait. Did I write “delight”? Well, almost. The seat is brick-like and, during even a normal commute, my derriere became uncomfortable. I’d consider re-doing the seat for serious commuters or for the occasional day trip. But, since fuel capacity is a meager 3.7-gallons, this is obviously not the first choice for a touring bike. Although, more frequent gas stops would welcome a chance to get off the seat. That being said, the Dorsoduro is a little more purposeful. Track days are more its thing. The ride isn’t too firm and the ergonomics are great, with wonderful, upright bars and pegs ever-so-slightly to the rear. Like most Supermotos, there’s almost zero wind protection save for the handguards. The front fender wasn’t much for keeping water from flying everywhere during rain, including spitting it up in front of the headlight.

Look, it’s smiling as it pulls away from you.

The transmission is among the best I’ve experienced, with solid shifts that remain smooth as silk. I never missed a shift and I found neutral with no effort at all. Twist the throttle more and watch the tach climb to 10,000rpm, after which a red light on the dash flashes angrily, as if yelling “Shift! Shift!” Snap off the gas, there’s a little crackling from the exhaust. This just adds to the grin factor. There is so much win to this bike:
Overall, the bike is stable and capable in pretty much every situation that I subjected it to. Commuting was a blast, I took it on the freeway a lot, and now I’m torn whether a Dual Sport or a Supermoto is more fun to ride in city. On one hand, a true Dual Sport thumper is generally built like a brick, sports a 21-inch front wheel (great for potholes, unlike delicate 17-inch cast rims) and long travel suspension for tackling some of the … er, “less than ideal” roads here in the Twin Cities. On the other hand, stump barkin’, freakin’ Italian V-twin, FTW! I think I can actually hear my DR350 weep a little from that declaration.
But it has a dark side. No surprise, there is a huge hooligan factor with this bike. It makes you want to do bad things. Very bad things. Every stoplight becomes a challenge. It’s really hard to restrain yourself from leaving a light, front wheel hoisted towards the sky for all of the world to see – or, at least the people on Lyndale Avenue S. I can see myself as Bart, in the opening sequence of The Simpsons writing, repeatedly, on the blackboard “SW Minneapolis is not my personal Fun Zone.”
So, bottom line: the Aprilia Dorsoduro 750 ABS is, in general, a hoot – extremely fun to ride and stunning to look at. When I get to review a bike, there are those that I love, those that I hate and couldn’t wait to return and those that I could easily justify owning. Despite having a seat that feels like an upholstered brick, and a paltry fuel range, those are things that I can either change or live with. I could easily see myself dancing with this Italian lady. After all, some of the best things come from Italy.



Who says racing doesn’t improve the breed? It does, and now the same also holds true in the cruiser category.
The Moto Guzzi California 1400 Custom punches way above its general class, sporting high-level superbike technology in a cruiser form. Ride-by-wire, multiple engine map modes, ABS and traction control are about as trick as things get right now at the pointy end of the motorcycle stick.
Many bikes look really good from one or two angles. Not the California 1400, which has many good viewing angles that draw you in, eliciting further contemplation of the fine work of designers. Thankfully, fanatical Italian attention to style is apparent from every angle, with stylistic details abounding from tank/cylinder junction to red lettering on the rims and sparing cockpit presence.
The California 1400 actually comes in two styles – the power cruiser Custom version ($14,990) and the Touring version ($17,990). The achingly beautiful Touring model offers, among other features, stylish hard bags and a plex fairing evoking the best elements of the 1970s Moto Guzzi Ambassador model.
Swing a leg over the 701-lb. California 1400 Custom and you’ll find Moto Guzzi appears to have spent a great deal of energy on the ergonomics of this bike. Yes it has the typical cruiser seating position – in that there is only one place to reside, with no movement available fore or aft – but it’s a sporty position (for my 5’8” frame) and control placement and design feel great and prove to be an extension of your body. Flick around your fingers and you’ll find all controls feel light and precise, like on a sportbike.
Fire the bike up and at idle there is a left/right rocking couple similar to the Harley-Davidsons fore and aft rock. All big twins are visceral, but the longitudinal crank transverse cylinder layout always seems super alive. Maybe because I can see it moving left and right beneath me.
Once underway, the flattish drag style bar keeps weight fore enough to tip the balance significantly toward handling rather than posing. Considering the potency of the torque laden motor under full-twist acceleration, this forward body cant is important, as it gives you the purchase you need to keep from rag-dolling foolishly off the back of the bike.
The big Guzzi’s light action clutch isn’t a Lobsterclaw™, and some amount of skill and interaction with the machine will be necessary, but the transmission is generally slick and precise as you click up through the six gears.
One attribute I did find was that the heel/toe shifter is almost necessary to guarantee solid engagement on full throttle upshifts. Luckily, the shifter’s location doesn’t limit your range of available foot positions as much as it normally does on a floorboard-equipped cruiser.
Which brings us to the California 1400’s three pre-programmed engine output options: Veloce (Fast), Turismo (Touring) and Pioggia (Rain).
The Cali never strays far from its powerband in any of the three modes.
In fact, most cruiser riders could ride with the Pioggia map forever and never think the bike is underpowered.
Clicking into Veloce really wakes the bike up, delivering the California 1400’s full 96hp and 87 ft-lb and changing the engine’s character from adequately powerful to something much more responsive … like riding flat-slide carbed race bike – abrupt on/off and best suited to riding like you are on a mission. A serious and very focused mission.
As a result, the Veloce mode demands a very sensitive throttle hand and is definitely not conducive to a beginner’s hamfist. And herein lies the beauty of the MG engine experience – the slightest amount of throttle movement creates a pronounced throttle steer effect. Roll on and it drives the line wider, roll off and it decreases your line. In linked, high speed, gentle curves, throttle steering is almost all you need to guide the bike.
Moto Guzzi riders out of necessity need to be smooth. You just can’t slap that much reciprocating engine mass around without it having effects in other areas of handling. The big slugs changing direction in there bores don’t suffer fools kindly. Chopping the throttle abruptly echoes loudly in the bikes handling. In Turismo this effect is less noticeable and in Pioggia it is much less noticeable.
Sportily sprung via its adjustable dual remote-reservoir rear suspension, the California 1400 is agile and provides taught, balanced handling instead of a disappointing boatish/wallowy float. Even with the 18-inch front wheel and 200mm big rear rubber, ease of turn in is very acceptable.
The floorboards fold and have plastic replaceable bottoms that chatter noticeably to warn you of the impending lack of lean angle. Unless you are not very smart, when the floorboards do finally touch, they touch at an angle that will be questioning the validity of what you are trying to do on the street with a cruiser.
The front brakes – 320 mm dual Brembo radials – are a welcome addition from the sportbike world and totally necessary on a machine with this much mass. As heavy as cruisers are, all cruisers should have brakes this good. Triggering the ABS keeps the entire package in place.
Finally, I found fuel consumption from the 5.4-gallon tank was vigorous at around 32mpg or about 130-140 miles per tank.
Moto Guzzi has been fighting motorcycle mundanity since it started making motorcycles. Yet, while the company has for the past few years quietly churned out interesting, competent, practical and stylish machines, it seems the Italians have found there are many ways, now, to skin a cat.
Looking at the big picture, the difference in technology (traction control, power modes, ABS) between the current Moto Guzzi line and the company’s past endeavors is mind-boggling. The way I see it, the refreshing design of this new entry into the big-bore cruiser market should be fueling worry in the established V-twin Establishment.
The 2013 Moto Guzzi California 1400 Custom sells for about $15,000. Backed by a two-year unlimited mileage warranty with one-year free roadside assistance, this is an amazing amount of bike for the money.

By David Soderholm
Aprilia’s 750cc Giggle Factory 
In smiles per miles, the Aprilia Dorsoduro 750 ABS ($9,999) is off the charts. Welcome to the Italian giggle factory! If having fun while maintaining usability on the street is your goal on a motorcycle, you would have a hard time doing better than this Aprilia. Never have I smiled and chuckled so much while riding a motorcycle for MMM.
The first things you’ll notice when walking up to the smaller of Aprilia’s two Dorsoduro models are the appearance and apparent quality. From the scowling headlight and sexy front end to the beautifully done exhaust and swingarm, the ‘Priller is a home run all the way.  In the Fluo Red color scheme, it looks aggressive and ready to do business. Excellent job Noale!
Another thing you immediately notice is the bike’s height. With a 34-inch seat height, this sucker is tall! The great thing resulting from that is how open and spacious the riding triangle is. You have a ton of legroom and a commanding, comfortable and alert riding position. It really helps your situational awareness in traffic and helps contribute to your safety.
Settling in to the cockpit, you notice a firm but fairly wide seat that’s surprisingly comfortable. You grasp well-positioned grips on a tapered aluminum bar and notice how well the mirrors are placed. Vibe free and free of elbows, they give a great view of your six. Looking at the instruments brings more positives. An analog tach is flanked by a nicely backlit red LCD screen. It’s pleasing to look at, well placed and full of useful information that’s easy to access. Have fun with that adjustable shift light and lap timer.
The Dorsoduro 750 ABS is powered by a 749.9cc liquid-cooled longitudinal 90° V-Twin. Key the starter button and you’ll be a little surprised that there are stock cans under the seat.  An intoxicating beefy bark greet you from the beautifully crafted exhaust as you rap the throttle, setting the mood for the ride to come.  The volume is surprising, and how Aprilia managed this sound and still met EPA is a mystery. But, hey, I’m not complaining!  It just adds to the personality inherent in this mid-size giggle factory.
Speaking of personality, Aprilia gives you a choice of three very different and distinct personalities on the Dorsoduro by way of its Tri-Mode mapping. All three maps are easily accessed (even when rolling) anytime the throttle is closed. In this case the maps are Rain, Touring and Sport. Never have I ridden a muti engine map motorcycle that has a more dramatic impact on a riding experience than this Aprilia.
In Rain mode, you have a very numb throttle and what feels like 20hp knocked off everywhere – making it almost as compliant as a scooter. Switching to Touring offers up max horsepower, but delivers it in a very mundane manner.
In contrast to the rather docile first two setting we have Sport mode. Clicking into that engine map shrouds the Aprilia in an angry red MotoGP wanna-be mist along with a harder edged bark from the exhaust. Amazingly thrilling, the bike in Sport mode pulls like it has more than it’s claimed 92hp and 60.4 lb.-ft. of torque as it charges forward and lifts the front end at every opportunity. For me, on this raucous hooligan, it was Sport mode all day every day – let the giggling commence!
Reigning the speed back in is the job of the excellent braking system. Aprilia outfits the bike up front with a set of 320mm wave discs clamped by a pair of radially mounted Aprilia branded calipers and fed by stainless steel lines. A 240mm wave disc in back is mated to a single-piston caliper and a braided line. This is really top shelf braking hardware, and when you throw the anchors out you’ll be amazed at how well it all works. It’s not just the power, but the feel that is astounding. The front tire and road talk to you through the lever, relaying the exact amount of braking traction available. That combined with the seamless Continental-supplied dual-channel ABS lets you be pretty aggressive with your braking. Endo Fantastico!
Moving onto the Dorsoduro’s suspension and chassis brings more good news.  The fully adjustable 43mm inverted fork and off-set lay-down single shock absorber control the chassis well whether on smooth or bumpy pavement or when diving into turns. The rake helps make the steering light and communicative. While the somewhat short wheelbase doesn’t allow the bike to track all that well at high speeds, it gets the job done just fine.  Wind protection at speed also is surprisingly good, with that angry looking headlight shell and handguards keeping the air moving away from all of your most important bits.
So it’s all smiles right? Well … no. The giggle factory does produce a couple of frowns. One results from the limited range afforded by the 3.2-gallon fuel tank.  Even with a decent mid 40mpg figure, you’ll be looking for a gas station around every 100 miles. I know it’s on par for the category, but unlike many competitors this Aprilia can tour and commute really well. It really limits it in that role. Another frown comes from the lack of storage and tie down hooks for bungies, luggage, etc. Thankfully, after doing a little research I found that issue was easily addressed through the aftermarket or Aprilia itself.  A number of options are available.
Otherwise the Dorsoduro 750 ABS is a super sub-$10,000 Italian. Beautiful to look at and thrilling to ride, it’ll coax a smile and an over-the-shoulder glance every time you walk away. I know it did for me.
There is only one Aprilia dealer in Minnesota, but the folks at Leo’s South in Lakeville are excellent. Thanks for the help guys!