Driving report Moto Morini Corsaro 1200

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Driving report Moto Morini Corsaro 1200
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Driving report Moto Morini Corsaro 1200

Short process

In an incredibly short time, Morini put the Corsaro 1200 on its wheels, a 140 hp naked bike with an extremely short-stroke V2 engine.

Vacation what is it? Surprising words from the mouth
an Italian whose country collectively drops a hammer or pencil every August. But otherwise it would not have been possible to do what the small group around the three Berti brothers, who only resurrected Moto Morini in 2003, have developed over the past two years. The new V2 was launched in early 2004
first signs of life. It came about in just 18 months
first Morini motorcycle of the new era, the Corsaro 1200. With earlier
Motors of the traditional brand, the small single cylinders or the
72-degree V2 of the 3½, the current V-engine has practically nothing
to do. Not even the cylinder angle was taken over, though
3½ and Corsaro come from the pen of the same designer, namely the Morini veteran Franco Lambertini.
The new engine spreads its water-cooled cylinders exactly 87 degrees apart ?? what should save 30 millimeters in length compared to a 90-degree V? and comes up with all kinds of technical finesse. The Italians call it Bialbero CorsaCorta: two-camshaft short-stroke. No other current engine has such an extreme bore-to-stroke ratio. Huge, 107 millimeter pistons move up and down a full 66 millimeters.
The motor housing is also an unusual construction. For the first time in a V2, Lambertini uses a one-piece tunnel housing that integrates both cylinders. The crankshaft and gearbox are inserted from the left side and stored in a large, screwed-on cover. This construction has many advantages. It allows greater flexibility
when positioning the shafts, which can therefore be arranged very compactly. The lack of division also gives the housing a high degree of rigidity, which can thus be incorporated into the frame structure. In addition, the tunnel housing simplifies production as well as repair, because all parts in
Housings are accessible without removing the heads.
The 1200, soon to be followed by an even shorter-stroke 1000 version, is being built right around the corner from the Moto Morini factory. The engine specialist Morini Franco Motori, headed by the nephew of Morini founder Alfredo, has a half share in the new company. The company already played an active part in the development of the Benelli three-cylinder engine and now pushes complete engine units through the thick steel door every day
spatially separates both companies. Up to 20 motorcycles can be completed on the neatly organized production line every day, a total of 1000 should be this year.
The Berti brothers were excitedly looking forward to July 1st, 2005. A very special day for Morini: Selected journalists were able to C.orsaro 1200 on a lap around the plant
try in the south of Bologna. The practical test, so to speak. In-house designer Luciano Marabese, who also created the Moto Guzzi Breva and Griso, has put a naked bike with an appealing, unique design on the wheels. In the center of the action is the large V-engine, which, in contrast to the water-cooled Ducati four-valve engine or the Aprilia RSV-1000 drive, looks very tidy. Hardly any hoses, no disturbing ones
cables and wires.
The 1200 is supposed to produce a proud 140 hp, a lot of wood for a two-cylinder naked bike. Fears that the short-stroke engine might lack power from below will soon be resolved
the first burst of traffic lights. Starting at 3000 revolutions, it progresses powerfully and steadily. And the maximum torque of 123 Nm is a real pound. The engine marches straight through the belt. The performance is not as explosive as with a KTM Superduke or Speed ​​Triple. More like a Monster S4R, only stronger. When comparing it shouldn’t
It will be forgotten that at least the direct, two-cylinder competitors are satisfied with the round liter displacement, while the Corsaro can draw its power from 1200 cm3.
The vibrations of the V-engine are low, the light
uneven cylinder angles obviously have no noticeable effect. The engine management is not yet working perfectly at the current stage. The engine jerks every now and then, does not yet hang properly on the gas when the load changes and sometimes only starts operating after a long period of organizing the starter. The mapping should work flawlessly by the time it is delivered in a few weeks, and programming is currently underway. After all, the Euro 3 hurdle, which will cause problems for other manufacturers, has already been overcome.
The pressure point of the anti-hopping clutch, which moves to the handlebars when pushing, is irritating. Although it suppresses the punching of the rear wheel quite effectively, the fidgeting lever with every load change is annoying. Here, too, the technicians promise improvements as soon as possible. There are also a few little things to do on the chassis. New manifolds are already in the works. With the current version, the fun in the great curve area of ​​the Appennine foothills is limited, because the Corsaro touches down early on the right, quite roughly and occasionally on the left-
Lich scratches the floor. The standard manifold should be 25 millimeters narrower on the right and ten millimeters on the opposite side.
The chassis encourages a sporty driving style. The chassis remains accurate and stable in every speed range, and harmonizes perfectly with the Pirelli Diablo. It weighs just under 200 kilograms without petrol
Move the motorcycle through sharp turns. Especially since the driver finds an ergonomically excellent workplace. The handlebars lie perfectly in the hand, the bulges of the tank even offer space for long legs.
The flawless suspension setup can definitely go into series production. The 50s Marzocchi fork is known from MV Agusta and Benelli. Morini did not save and opted for the fully adjustable version. The strong part convinces with good responsiveness and progressive effect. At the rear there is an attractive Sachs shock absorber that is supported on the swingarm at the top and on a lever system screwed to the engine at the bottom. Verlicchi welds the tubular space frame and the sand-cast swingarm is welded by the same supplier that also serves Ducati. And, how could it be otherwise, the brakes are also made in Italy and are purchased from Brembo together with the cast wheels. The stoppers pamper you with a vehement delay and fine controllability. Morini made a conscious decision against the more aggressive radial pliers. In contrast to Ducati or Aprilia, the rear brake also grips well, so that you can use it very sensitively when braking.
What surely pleases those interested the most is the fact that the asking price is not in exotic spheres
slides off. 12500 euros including ancillary costs are definitely appropriate in view of the features offered for the powerful two-cylinder. In a few weeks, the first series machines with all optimization measures should arrive at the German importer in March. With the annual vacation in August, Morini is guaranteed to have nothing again this year.

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Driving report Moto Morini Corsaro 1200

Driving report Moto Morini Corsaro 1200
Short process

Technical data – Moto Morini Corsaro 1200

engine
Water-cooled two-cylinder 87-degree V-engine, two overhead camshafts driven by spur gears and chain, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 54 mm, regulated catalytic converter, hydraulically operated oil bath clutch, six-speed gearbox, O-ring -Chain.
Bore x stroke 107 x 66 mm
Cubic capacity 1187 cm3
Compression ratio 11.8: 1
Rated output 103 kW (140 PS) at 8500 rpm
Max. Torque 123 Nm at 6500 rpm

landing gear
Steel tubular frame, upside-down fork, Ø 50 mm, adjustable spring preload, compression and rebound, two-arm swing arm made of cast aluminum, central spring strut with lever system,
Spring preload, adjustable compression and rebound, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 220 mm, two-piston fixed caliper.

mass and weight
Wheelbase 1440 mm, steering head angle 65.5 degrees, caster 103 mm, spring travel f / r 120/130 mm, seat height 830 mm, weight without petrol 198 kg, tank capacity 18 liters.

Two year guarantee
Color black / gray, red / gray
Price including additional costs 12500 euros

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