We fell in love with the Moto Guzzi California last year … so much so we named it MD’s Bike of the Year. We have always treasured the experience of riding a Moto Guzzi V-twin, despite the frequent “character flaws” that have come along with the package. The California 1400, developed under the ownership of Piaggio, finally gave us all of the best traits of Moto Guzzi without the flaws. The new, big V-twin is not only a charmer, but it really performs, as well. We couldn’t wait for Moto Guzzi to package this wonderful motor in a new model, or two.
Enter the 2015 Moto Guzzi Eldorado pictured, which pays homage to the classic Eldorado name, by marrying a certain style with the California 1400 engine and chassis. Enjoy the photos of this beautiful bike, and read the following press release for additional details:
MOTO GUZZI ELDORADO: OPERATION FLASHBACK
“If Roman gods had ridden motorcycles, the Moto Guzzi Eldorado would have been chosen by Bacchus.” This was how Cycle World magazine concluded their test of the luxurious Italian bike, the latest evolution of the 90° V-twin with cardan final drive introduced in the States in the late sixties by the importer Berliner Group. The metaphor effectively highlighted the intoxication experienced on a modern, powerful, luxurious and fast bike, painstakingly studied down to the smallest details and extremely satisfying to ride. Forty years later the experience is repeated in the shape and substance of the new Eldorado.
Staying on the theme of mythology, the new Eldorado leads us to Janus, the two-headed divinity who is the keeper of all passages and transitions. By looking at it one can see clearly how this Moto Guzzi has preserved the personality of its ancestor, drawing it from the past to the future along the path of technological evolution and stylistic continuity. The flashback effect comes out in the details: the spoke wheels, the fuel tank with chrome sides, the oversize saddle, the rear mudguard with the gem-shaped taillight, the bullhorn handlebar, the passenger grab handle.
With a lower setup thanks to the new sixteen inch spoke wheels that mount whitewall tires (130/90 on the front and 180/65 on the rear), attention is drawn to the new wraparound mudguards. The front has a particularly “clean” design which enhances the powerful front end, whereas the rear, on the other hand, is the element that draws the most attention on this ultra elegant Moto Guzzi. Its smooth and generous shape integrates with the new full cover shock absorbers, the gem-shaped rear light cluster and the classic rounded turn indicators.
At the front the Eldorado, like the Touring and Custom models, is also distinguishable by its original complex surface headlight with polyelliptical light equipped with LED daylight running light (DRL). Speaking of digital technologies, the instrumentation is particularly satisfying, contained in a 150 mm diameter circular panel with the analog rev counter scale finding its place along the external circumference and a multifunction full-matrix suspended display at the centre, all packaged neatly, like a luxury watch, in a bright chrome housing.
You never get on the Eldorado, but rather you settle comfortably into the saddle. Positioned just 724 mm from the ground, the new saddle, together with the generous floorboards an the comfortable bullhorn handlebar grip, is an invitation to take a seat, press the start button and let the asphalt roll under your feet for at least 300 kilometres, which is the minimum range guaranteed by the sculpturesque 21 liter (5.5 gallon) fuel tank.
If the road is a never-ending Interstate Highway you can activate cruise control by pressing the button on the right-hand electric block and sail along as you listen to the throbbing 90° V-twin filtered by the big block’s elastic-kinematic mounting system, knowing that if you need or desire it, the cardan final drive will be ready to unleash up to 120 Nm onto the tarmac at 2,750 rpm. Technically unchanged, the twin cylinder confirms its monumental architecture enhanced by the polished valve covers with Moto Guzzi silk-screened on them and the tight and smoothed cooling fins. The engine is an absolute benchmark in its category for engine capacity-performance-consumption ratio thanks to excellent thermodynamic performance combined with advanced ride-by-wire multi-map electronic management. This technology allows the rider to choose one of three engine management maps: Turismo, Veloce or Pioggia. And that’s not all: the dynamic performance of the vehicle is also kept under control by its latest generation traction control system (MGCT) which can be adjusted on three actuation levels in order to increase active safety without impacting performance and riding pleasure.
An absolutely beautiful (in my eyes) rendition of the new California. I’ve owned Guzzis since ’81 and for those of us who love them, few other motorcycles can scratch our itch. I have ridden , and owned, MANY bikes over the past 44 years and I always (14 years now) ride several different types during the Sturgis Rally demo rides. Without fail I’m always glad to get on my California when I ride back home. Guzzis may be crude to some, but that’s ok. There are many other bikes out there for riders who want silky-smooth or certain levels of cutting edge performance, but for me bikes like this Eldorado will completely satisfy my needs…whether I’m riding an 800 mile day or blasting up Vanocker Canyon to Nemo. AND there is nothing more pleasing to my ears than the sound my California Titanium makes at 80+ mph as we cruise along up here in the northern plains. I will say, however, that having to go 350 miles to my nearest dealer is an issue and I wish Piaggio would extend their dealer network somehow, someway. ANDARE VELOCE!!
Wow this is a work of art. As a function over fashion kind of guy I’m not usually impressed
with this sort of bike, but I got to say I’m blown away. I had an auctioned police Guzzi back in the 80s and loved it, then evolved into the more purpose built performance machines. Now I know what they mean about never forgetting your “first Kiss”. Moto Guzzi has captured the romance of motorcycling.
Well, we got the cruiser guys covered. Now how about an updated Griso and Norge? And a new LeMans would be nice too. Or how about a retro in the style of the 1000S with modern cycle parts? Now we’re talkin’.
Guzzis #7, 8, and 9 are in the garage as we speak, and they are: (you guessed it) a Griso, Norge and LeMans. Unfortunately I let the 1000S get away in a weak moment.
(visual)
78 degrees F early summer, Norm on his “El-Dog” (full tank) rollin’ PCH south from Carmel…
https://www.youtube.com/watch?v=ro4yhp9L6Ok
You got it Norm. you got it!
A gorgeous bike on that may sell well to those that favor class over ass. If the wheels are tubeless, as they should be in these modern times, I will consider it an upgrade from one of the bikes I currently own. If not, I will pass.
Guzzi has done tubeless spoke rims in the past. As this bike pays homage to that past, I hope they paid attention to the future.
Bellissimo! ..
In other news: Harley Davidson introduces the “Cappuccino.”
Could be but, to me, most H-D’s exude a ‘tude which, real or not, is not for me.
Being a Guzzi rider, yes, yes, it’s true, When I first laid eyes on the pix above I immediately thought of a nice relaxed ride, listening to the burble of the exhaust. Yes sir!
This is one beautiful motorcycle. It seems they resurrected Lino Tonti and put him on the drafting board. Admittedly old fashioned, but lovingly so, this bike has fine attention to detail and a real sense of style. This is the rebirth of the cool, ’60s style. With this El Dorado and a Ducati Scrambler in your garage, what better stable of timeless function and form could you ask for?
I have a Bonneville T-100 next to my Sport Classic (although with regular handlebars) and one of these certainly did cross my mind how fine it would be next to the other two.
ah, a brief respite from the seizure-inducing overload of crenelated plastic found below.
It is a work of art, that’s for sure. However, MG dealers are very lacking in the heartland (SW Missouri) and I’d have to go a minimum of 150+- miles to visit a dealer, whereas, the JAP dealers and HD dealers are everywhere. Indian dealers are even more scarce.
They should realize that those of us that travel long distances and tour all over the country want dealers around for our peace of mind!
I do applaud Gootzie for their product line up as I like every one of the bikes they offer.
I guess I’ll just keep my 2012 Goldwing for the time being.
Sam:)
I wish I was on better terms with my Guzzi dealer. As it is, I’m not welcome in the shop.
Don’t leave us hanging — what transpired?
Meh, it’s too retro for me. I guess if time travel is your gig, go for it.
Showing my age but what is this “meh” you speak of?
It is a typed shrug. As in: “Meh, waddya gonna do?”
Now that is one pretty motorcycle. I even like it better than the California.
Too bad there are no dealers anywhere around where I live.
I like it better than the Indian Scout. The larger fuel tank pushes it over the top.
No parts, no dealers, but a bike that is lust worthy. Well done beach cruiser style motorcycle. What is the market for this bike?
Guzzi people. We are loyal. 🙂
I really like the new Eldorado, which is a bit more retro then the other model. Still bigger then I would like, I really prefer the smaller V7. Although I wish THAT bike would bump up a bit to compete better with the Triumph Bonneville line. (I own a T100 now)
I’m with you. I have a Bonneville SE, and love it, but I lust after the V7, and would also like more power from it. There’s always a big bore kit: http://www.guzzipower.com/store/V7bigbore.html
The silly headlight is so wrong but everything else is perfect.
Never thought I’ll be seriously tempted to get a cruiser.
Love the way they treated the retro-modern forks. The radial mount calipers don’t look out of place. How’d they pull it off?
Dammit I want one + proper headlight and pipes of course.
That is pretty hideous.
You’re the guy who would answer “Gilligan” when asked “Ginger or Mary Anne?”
We agree about a lot of bikes, but on this one, I’m not with you. It has a classic 1970s Guzzi look. Guzzi does retro without it being an affectation. I like that.
“Guzzi does retro without it being an affectation.” Totally agree.
Very disappointed in Moto Guzzi. With all of the rumors, leaks, and even concepts over the last four years concerning a range of modern, liquid cooled motorcycles, all they show up with is a two-tone paint job on a California. I’m not bashing making little tweaks to cruisers and calling them new models, if it pays. I am bashing letting the heart of the lineup languish. Updates, even those soon required by law, to the 1200’s aren’t occurring to the 1200’s. Meanwhile, the supposed replacements are no-shows year after year after year. These bikes should be the most advanced in the Guzzi lineup. Their competitors are that across every single company. Their intended uses for duties such as adventure touring, long-distance touring, and naked sports also support this. But no, these now fall well below the entry level bikes and the cruisers in the Guzzi stable in content, specs, and weight control. I’ve waited a few years since I could, but I’m done. IF, and that’s a big one, they show preproduction concepts next year, there is still another year or more before deliveries begin. My business will go elsewhere.
Hey thats fine, whatever floats yer boat man. But there aint nothing like a Guzzi, and if you like them, you like them. I have had mine 10 years and I’d never sell, but I would get another 2 or 3!
A local Guzzi dealer, who temporarily quit carrying them, told me (during the period of time when he wasn’t carrying them) that the problem with Guzzi’s is that lots of Guzzi lovers come in and say, “That’s going to be my next bike”, followed by, “But I have 100,000 or 200,000 more miles to put on this one first.”
Our local dealer is a great dealer and if I was to ever buy a cruiser, it would be the California. The bikes look great in person.
I’m not sure about this, but my supposition is that a new generation of the 1200’s, as long as updates were meaningful, would much better entice some of those guys into a purchase. If the bikes on the showroom floor have such few changes that add value over the old workhorse, why get into a hurry? Guzzis have a reputation for coming from the factory with numerous bugs, but then being very reliable once these get sorted out. This “new puppy experience” also has to be a hurdle in getting people to swap their used bike for a very similar new bike.
Building durable products that appeal to a narrow niche, and then not changing them much for decades, doesn’t seem like a formula for long term survival. This would be even more true at the dealership level as they can’t chase expanding markets like factories can.
Now that’s a motorcycle! About the only thing I change is blackwalls for the whitewalls.
touch my whitewalls and you’ll draw back a nub.
I like that a lot and I don’t care for cruisers. I do have a question though. My younger brother bought a new 850 Eldorado in 1972. Wonderful bike. But it didn’t have to have giant cutouts in the gas tank for the cylinders and the tank on his seemed much larger than the tank on this. What has changed?
Well, for starters, the original Eldo was only an 850 while new one almost doubles that at 1400cc. It stands to reason the engine (heads anyhow) are noticeably larger. Also, the engine, frame and pretty much everything aside from the paint is different. Of course the real reason for the tank cutout is probably just a styling exercise.
Personally, I like the new one but it weighs more than I want to deal with. Pity that engine won’t drop into my ’73 though… 🙂
Also, the original Eldo’s motor had OHV, meaning then camshaft was under the cylinders. The new motor has the camshafts and pushrods in the heads–look at the bikes side by side and you’ll be amazed at how bulky the new heads are.
https://ultimatemotorcycling.com/wp-content/uploads/2014/01/2014-battle-of-the-guzzis-2.jpg
Slowly I start to understand where all those requirements for the new motorcycles come from… that bike is perfect!
The seat height is much lower so the tank needed to be also?
Over time, engineering philosophies change. In 1972 Guzzi went for a low center of gravity so the engine was mounted very low. Right after that came the Tonti frame for the V7 Sport, 850 LeMans and most Guzzi big twins that followed for decades with the engine moved up. Now with Aprilia’s engineering plus Piaggio’s development money, Guzzi has the first traditional shaft-drive bikes (here meaning those with engine separate from transmission in kind with Goldwings and pre-water-cooled BMW R bikes) with the crankshaft higher than the transmission output shaft. Meaning, they built a transmission to purposely position the engine higher. So while the general belief remains that low center of gravity is a good thing, bikes with weight closer to the roll center prove easier to steer. So besides larger displacement and more components in the heads, the engine on this and all other current Guzzi big twins is up higher.
..of Guzziology fame?
Whoa! Didn’t see that coming. Would it have been too much to ask for real chrome on the tank like the original? This seems like a real alternative to a Harley or a clone. Then all you have to do is learn the Italian translation for “ARR matey!” an you’d be all set.