Honda CTX1300 Deluxe vs. Moto Guzzi California 1400 Touring - Comparison Test

They are an odd couple, Moto Guzzi's California 1400 Touring and Honda's new-for-2014 CTX1300. Both are sporty, unorthodox baggers with middleweight (in the cruiser world) displacements and similar prices. Beyond that, however, they're complete strangers—retro versus futuristic, Italian versus Japanese, apples versus cantaloupes.

Oh, wait, there is one more thing these two bikes have in common. Both draw a crowd, though each a decidedly different one. Anyone breathing during the Nixon administration seems to appreciate the traditionally styled Guzzi. If you have a Snapchat account, you’re more likely seduced by the futuristic-looking CTX.

But even cruiser purists seem to warm to the Honda's modern, plastic-wrapped motif. Sport riders, too. My test-mate, Ryan Dudek, likened the CTX to a dropped sport-tourer, and that's accurate, even if the bike's long wheelbase (64.7 inches), reclined fork (28.1 degrees, 4.6 inches of trail), and relaxed seating position shout "cruiser." But it certainly doesn't handle the way you'd expect a conventional cruiser to, and for that matter, neither does the retro-styled California. Both will tear through corners like cats being chased by a broom.

The CTX sports a new steel-tube, shaft-drive chassis and is propelled by a retuned version of the 1,261cc, 90-degree V-4 used in Honda’s ST1300 sport-tourer. While the 710-pound bagger does move well, acceleration is far from mind-blowing, and milking the sweet spot requires lots of shifts that tickle the 7,000-rpm redline and an occasional bump off the 8,000-rpm rev limiter. In general, engine character is lacking. A sixth gear would also be appreciated.

In contrast, the 739-pound Moto Guzzi Touring is all engine, with that torquey 90-degree V-twin bursting from either side of the double-cradle steel frame. You just can't ignore its look, its sound, its quirky engine pulse, even the way it fries your crotch on a hot day. The CTX powertrain, almost as lively on paper, has an automotive nature that makes it less visceral or fun. And although its exhaust note is stirring, it's more whir than throb.

Both bikes are smooth in function, easy to handle, and very stable. The center of gravity is low for both, the Honda stabilized further by having its 5.1 gallons of fuel riding beneath the seat.

The CTX offers especially slick shifts, while clicking through the Guzzi's six gears requires more effort. Vibration isn't a factor for either machine. But you wouldn't know the Honda was running if it weren't for the sound.

The California is better at smoothing out the road, its huge 46mm fork and twin preload-adjustable rear shocks eating up road irregularities without feeling overly soft. The 45mm inverted fork and dual shocks suspending the Honda are a bit overdamped, something the rear preload-only adjustment won’t correct. This stiffness works for you in fast cornering but only when the road surface is glass; even small bumps send an unsettling jolt through the bar and seat.

Traction control is standard on both machines. On the California, you can select from three levels of intervention or turn the system off, while the CTX provides only on/off settings. The Guzzi is further equipped with a three-setting injection-mapping program for customized engine response, on/off cruise control, and a key-fob-operated antitheft device that disables the California’s ignition.

Both bikes stop like crazy, but it feels like the Guzzi’s triple-disc setup slightly outperforms the CTX’s. Honda’s Combined Braking System links the rear disc to the dual fronts for an even, powerful drawdown if you mash the pedal. The front lever does not link to the rear. Well-functioning ABS rounds out the premium braking packages on these bikes. (Note: The standard CTX1300, which sells for $1,500 less, does not include ABS, traction control, self-canceling turn signals, or the Bluetooth audio package.)

Amenities are plentiful on these baggers. Both are equipped with integrated saddlebags, the CTX with hard plastic side-openers and the Guzzi, metal-and-plastic top-openers. There’s no competition here—the California’s bags are gorgeous, well finished, and highly functional. The lids, for example, can be opened to access bag contents while you’re seated on the bike. And because they are top-opening, you can stow a ton of stuff and not have anything fall out on the side of the road. The Honda bags feel flimsy by comparison, though they do hold a good bit of kit. Both sets are lockable, but you have to use the key each time to open the Honda’s bags, which we found inconvenient.

Further defining the CTX as a Gen-Y bike is its sweet Bluetooth audio system. There’s no radio, only a USB plug in the handy dash compartment ready to accept your iPod or tune-loaded thumb drive. Or you can sync your phone for a wireless connection. If you use a Bluetooth helmet, you’ll be able to connect with the system, which is highly recommended because you can’t hear much of anything from the dash-mounted speakers once you’re above boulevard speeds.

Wind protection is far better on the Moto Guzzi, with its traditional screen providing adequate protection for average-size riders without creating much turbulence. The Honda’s fly screen and fairing do a good job keeping the wind off the chest but not the head, which can put undue strain on the neck.

And the last thing all us old folks who prefer the retro Moto Guzzi over the modern CTX need is a crick in the neck. These bikes are both fun-to-ride anti-Harleys dripping with sophisticated goodies. But in the end, the Guzzi takes the title of Best Oddball Cruiser simply because it looks and feels more like a motorcycle and less like an Acura.