Benelli, Buell, Moto Guzzi and Moto Morini

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Benelli, Buell, Moto Guzzi and Moto Morini
Moto Morini

Benelli, Buell, Moto Guzzi and Moto Morini

Benelli, Buell, Moto Guzzi and Moto Morini

Benelli, Buell, Moto Guzzi and Moto Morini

Benelli, Buell, Moto Guzzi and Moto Morini

6th photos

Benelli, Buell, Moto Guzzi and Moto Morini
Moto Morini

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The Moto Morini Granpasso 1200 is clearly aimed at BMW.

Benelli, Buell, Moto Guzzi and Moto Morini
Moto Morini

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The Moto Morini Granpasso 1200 is clearly aimed at BMW.

Benelli, Buell, Moto Guzzi and Moto Morini
Moto Morini

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The Moto Morini Granpasso 1200 is clearly aimed at BMW.

Benelli, Buell, Moto Guzzi and Moto Morini
Moto Morini

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The Moto Morini Granpasso 1200 is clearly aimed at BMW.

Benelli, Buell, Moto Guzzi and Moto Morini
Moto Morini

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The Moto Morini Granpasso 1200 is clearly aimed at BMW.

Benelli, Buell, Moto Guzzi and Moto Morini
Moto Morini

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The Moto Morini Granpasso 1200 is clearly aimed at BMW.

Benelli, Buell, Moto Guzzi and Moto Morini

Comparison test of travel enduros

It is a strange, exotic world, that of travel enduros beyond the BMW R 1200 GS. There is a colorful, Italian-American society, where the resourceful naming alone promises pure adventure.

Granpasso! That’s a name! The Great St. Bernhard is becoming more popular. Or the Grossglockner High Alpine Road. In any case, something powerful and sublime. No wonder considering the size of the new 1200cc Moto Morini. The Granpasso looks almost like a mountain to small people. Moto Guzzi has christened its latest, no less powerful large-scale enduro creation at least as melodious. Stelvio ?? the doorbell rings immediately for Alpine connoisseurs, and the famous 48 hairpin bends wind their way up and down immediately. Left, right, left, right ?? who wouldn’t get dizzy while standing. For all those who still enjoy the Stelvio Pass as an adventure "home baking" appears, Benelli has something on offer. The name is program. The Amazon comes in poisonous yellow, with the hoarse courtship of its brute three-cylinder. That sounds at least as exotic in the garage as it does at five in the morning in the jungle. Only louder, of course. Still, you don’t really need to leave.

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Benelli, Buell, Moto Guzzi and Moto Morini

Benelli, Buell, Moto Guzzi and Moto Morini
Comparison test of travel enduros

Buell has reduced the spring travel by around 40 millimeters compared to the XB12X. In addition, everything you need for suitcases, top cases and windshields for long wanderings is supplied as standard. No question: the Buell is ready for the big tour. But where do you go with all this nomenclature? The shores of Hades are too gruesome even for seasoned test editors, Brazil is a long way away, and the Alpine passes are as crowded in the middle of the big holidays as Stuttgart’s access roads during rush hour. The Swabian Alb remains the perfect alternative. With curves and hairpin bends of all kinds, with expressways and gravel roads, with exotic dishes (ox-mouth salad!) And a language that only the locals understand. Why wander into the distance when that ?? for all non-Swabians? Stranger is so close?

Heir to the throne of the adventure queen


Gargolov

Moto Morini 1200: We know duckbills and bulging eyes from Bavaria, but the driving experience on the Granpaso is sporty and unique.

As soon as the first foothills of the Alb have been reached, a well-known greets you, as always and everywhere. Typical purrs to himself and throws himself into the narrow and wide curves with the usual self-confidence, drives a sparkling clean line, makes the pursuit difficult. A BMW R 1200 GS driver on a brisk ride over his home route. As if the Bavarian evergreen wanted to show again right at the beginning of the tour where the hammer hangs in this class. Yes, the message has arrived. From now on, the Bavarian adventure queen will always be with you. On the Moto Guzzi, she does that from the first meter. The concepts are too close to one another. Both stretch their mighty cylinders to the right and left for cooling, both drive the rear wheel with a cardan running in a single-sided swing arm. The driving experience is too similar. No question, when tuning the powerful, fully adjustable 50-millimeter upside-down fork, the Guzzi engineers had the BMW Telelever in mind. Very soft, very appealing, it cushions even the smallest bumps and is extremely comfortable. The downside of the comfort: Your feedback is not as crisp as that of the Italian competition. Although Granpasso and TreK 1130 Amazonas also have their front wheel with a 50 mm upside-down fork, they are noticeably tighter and therefore provide clear feedback, but on the other hand they cannot shine with the comfort of the Guzzi fork.

Otherwise, the comparison with the GS is not as compelling as with the Stelvio. With the Benelli, with its water-cooled three-cylinder in-line cylinder and a steel bridge frame, this is no wonder in terms of concept, while with the Moto Morini it is astonishing how little two V2 engines with around 1200 cm³ in a tubular space frame can have in common. Whereby it is clearly the brilliant V2 and less the chassis, which the Granpasso ?? like the sisters Corsaro and 9 1/2 ?? puts his stamp on it. From the first turn of the crankshaft on. The measured 122 hp, short-stroke (107 x 66 millimeters) Moto Morini four-valve engine impresses with its liveliness and revving. When it starts from 3500 rpm, no more grass grows, despite the only mildly profiled Metzeler Tourance EXP tires, and the asphalt curls. In terms of strength, only the 45-degree Vau of the Buell can defy it up to 6000 rpm, but it cannot keep up with the spontaneous nature of the Morini twin.

Granpasso: drive and chassis

And unlike in the past, the mapping does not give any fundamental cause for complaint. Sure, the consumption is high, as usual with Morini, at 5.8 liters, even on cautious country roads. But the response behavior is homogeneous. When the mighty 54 mm throttle valve is opened, the Granpasso spontaneously hangs on the accelerator without the power input getting too hard, as is so often the case with large-volume two-cylinder engines. And the constant jerking of previous Morini V2s is also not to be felt in the Granpasso constellation. So the bottom line is that the engine is a real popular figure, which luckily is hardly inferior to the periphery. Sit on it, drive off, feel good ?? At least for tall people who can easily bridge the considerable distance to the handlebars, this triad is largely valid. Not overly manageable, but extremely neutral, the Granpasso lets itself be thrown from one lean angle to the other, pulls its course precisely and maintains its course even when braking heavily. So much for the relaxed part of her being.

Now we come to the fun bike in the Granpasso. The Morini is relatively short in this test field with a wheelbase of 1490 millimeters, only the Buell is significantly shorter at 1370 millimeters. At the same time, the Granpasso weighs the least at 235 kilograms, despite the mighty 27-liter tank. In addition, there is the well-coordinated chassis with a convincing Ohlins shock absorber directly supported on the swing arm and an active sitting position. All of this leads to the result that high-spirited natures like to crack the white giantess (the seat height is 880 millimeters after all), boldly lift the front wheel out of tight bends and at traffic lights, in short: sweep the child in the man out. A very amusing pastime on the home route after work? but of course not the most elegant field of activity of a travel enduro. Benelli recognized this and gave the TreK 1130 Amazonas an almost wheelie-unsuitable configuration with the three-cylinder positioned far in front and a very long wheelbase of 1530 millimeters. No matter how powerfully the splendid triple works: It always goes up, never up. However, this practically from a standing start. 3.7 seconds from zero to one hundred represent the top in this field and would only be beaten by one. But she doesn’t go here and today.

Benelli TreK 1130 Amazon


Gargolov

Underseat direct: The Benelli exhaust solution on the TreK 1130 Amazonas hardly leaves any space for the taillights, the seat is narrow, the view of the double headlights is sharp.

The TreK, together with the Granpasso, forms the top of the quartet in the acceleration and pulling power ratings. This is astonishing insofar as its three-cylinder can only keep up with the brilliant Morini V2 in terms of performance up to around 5000 rpm, and above that it can’t even come close to keeping up with the brilliant Morini V2. A somewhat nimble handling, however, does. But who knows exactly what the slopes in the rainforest look like. They probably lead straight ahead for miles. Then the Amazon would undoubtedly be in its element, because a more unshakable driving stability than with the TreK 1130 is rarely found. Incidentally, this also applies to curves of any kind, as long as the surface is flawless. However, if bumps come into play, the slightly underdamped shock absorber tends to start pumping. Before the adventurous pack the mosquito nets again: It’s really not a big deal. Potential passengers have more reason to complain about the tapered and therefore too narrow seat bench, while the front seat may not be as active as on the Morini, but it is quite relaxed.

On the Morini, on the other hand, the following applies: a lot of comfort in the lushly padded second row, a gathered, but permanently cemented position behind the broad handlebars. The wind protection works fine on both, whereby the five-way adjustable Morini disc is longer and steeper than the Benelli part, which can be adjusted in three positions. If you only consider the long-distance travel qualities, both are roughly in balance. The same applies to consumption, where the Benelli doesn’t exactly skimp with six liters on 100 comfortable country road kilometers. Whereby the world traveler from Bavaria also draws on the full with 5.8 liters in this regard. But that’s a different topic. Here and now, alongside Morini and Benelli, Guzzi and Buell are up for debate. And with 4.9 or 4.7 liters, they are environmentally and cost-conscious. In the case of the Stelvio one is still tempted to blaspheme. “It’s amazing that it consumes anything at all in the lower rev range,” the comment could read. Because the deep valley of tears into which the engine falls beyond 3000 rpm and almost drowns the power to be taken seriously up to around 5000 rpm actually excludes controlled combustion processes. And that with a capacity colossus with this name. What should happen in the hairpin bends on the Stilfser Joch, at an altitude of 2000 meters, when the Stelvio is already weakening in tight mountain bends in the Swabian Alb?

Stelvio and Ulysses


Gargolov

Moto Guzzi Stelvio: The cardan solution with a single swing arm is just as typical as the headlight solution is idiosyncratic.

It doesn’t really help that something really works from 5500 rpm. Around this brand, when the new four-valve V2 finally comes to life, it will wrap the Buell and, for a short time, even the Benelli. 104 hp is a word considering the earlier 88 from the two-valve era. It’s a shame that the Guzzi twin can’t really convince. Neither is the poor quality, which manifests itself in exorbitant gaps and lousy plastic parts (for example on the top of the tank panel). Because basically the Stelvio has strengths that should not be underestimated. This primarily includes your chassis. The turning is very harmonious and precise, the Italian is handy, stable, comfortable. Except for the considerable weight of 271 kilograms with a full tank, you can hardly blame her for anything. The wind protection is the best in the field, the seating comfort (also for the pillion passenger) is good. In addition, the Moto Guzzi is the only one in BMW-style (there it is again, the GS) with integrated pannier holders, while with Benelli and Morini you can not really imagine how both come across in full touring regalia, and the Buell without Suitcase an unsightly cane for a walk. Too bad, so too bad for the Stelvio.

It is doubly bitter that really extroverted natures, for whom the GS are too ordinary and Benelli and Morini too sporty, will probably resort to the Buell anyway. You alone will understand how Erik Buell came up with the idea of ​​turning this already weird concept of the huge Harley engine in a compact bridge frame into a travel enduro. A shrill naked bike ?? OK. An athlete for Milwaukee freaks? perhaps. But a multi-tool that has to work in all situations? never ever. The shorter suspension travel of the XT version of the Ulysses does not change that, as it is equipped with pure road tires (Diablo Strada instead of Scorpion Sync) and standard cases and top cases. Driving Ulysses is and remains a world of its own. This is absolutely true even in this exotic environment. The straight-line stability is more than doubtful, the steering precision average at best, the sitting position compressed? up to this point, mind you, we are talking about peculiarities, not real defects. The striking gasoline pump falls under the latter chapter. Just like the strong vibrations in the lower speed range, annoying constant speed jerking and the swallowing when the throttle valve opens abruptly ?? that was better in the past.


Gargolov

Buell Ulysses XB12XT: toothed belt drive and oil tank in the swing arm are only available from Buell. Just like the special driving experience.

As of this year, the air-cooled V2, like its competitors, has also had to jump the Euro 3 hurdle and, as part of this, got a revised injection and engine control. Last but not least, the gear changes are bitter and are often accompanied by a loud crack. So the bottom line is that there isn’t much that can be said to benefit the American travel enduro. Their handiness is one of them, which only the Guzzi comes close to. Likewise their low-reaction toothed belt drive. And of course their standard heated grips. But hand on heart: the majority of travel enduro customers will not be tempted by this alone. An ABS would be an argument. That currently ?? as with the other three test participants ?? cannot be had for money or good words. Which brings us back to the beginning of the story. At the GS. And that none of this test field can hold a candle to her. The Granpasso is a good first serve and great fun, but it’s not that universal. The Benelli is getting better and better. The Guzzi engine desperately needs to be improved, and the Buell will always be exotic. Far beyond Bavaria.

Comments scoring

engine
The Benelli and Moto Morini dominate the engine standings mainly because they clearly lead the field in terms of performance. The Guzzi suffers from its performance characteristics, which, together with its considerable weight, give it a pronounced lack of torque. In terms of load change behavior, on the other hand, the Buell shines with its smooth toothed belt drive, but gets point deductions because of the poor gearbox. From this point of view, at best, the Guzzi gets a little fame, while Benelli and Morini, when the going gets tough, can only be turned down extremely bulky. The Benelli also accelerates a bit with a delay, but that cannot change their lead over the Morini.

Winner engine: Benelli

landing gear
The duo becomes a trio, because when it comes to chassis, the Stelvio bravely keeps up. In terms of handiness, it even secures second place behind the Buell, and also shines with its neutral steering behavior and good stability in corners. The fact that it still doesn’t go all the way forward is due to their instability when walking straight ahead. She shares it with the Ulysses, while Trek and Granpasso are almost like the proverbial board. With the Stelvio as well as with the Granpasso, the chassis tuning can be described as successful. With the trek with its slightly underdamped strut, however, there is still room for improvement. Nevertheless, she wins this chapter with two points ahead of Stelvio and Granpasso. The Buell, on the other hand, has no chance with its extreme geometry.

Chassis winner: Benelli

everyday life
The supreme discipline of the big travel enduro bikes: If you don’t score here, you’ve done something wrong. Like the Benelli, because the pillion seat usually plays a major role for long-distance travelers. Just like the windbreak or luggage storage. The new Moto Morini does surprisingly well, on which you not only sit comfortably, but are also effectively protected from the wind behind the five-way adjustable screen. The range is also pleasing thanks to the large 27-liter barrel, while the rest of the trio with smaller tanks cannot score here. On the other hand, the payload of the Morini is extremely modest at 165 kilograms and the workmanship of the Guzzi. In this regard, both manufacturers should lend a hand again.

Winner everyday: Moto Guzzi

security
No ABS far and wide! That is the sad side of this story and it is certainly far beyond the buyer’s wishes. After all, Benelli and Morini have adequate braking systems to offer, while the Buell even weakens in this regard. Since it stands up noticeably when braking, while the others remain largely neutral, the Ulysses clearly brings up the rear in this chapter. The rest is head to head.

Safety winner: Benelli

costs
Three year guarantee! This is what Moto Morini has to offer to interested parties, and that is rewarded with points. Just like the low consumption of Buell and Guzzi. The latter is also favorable in terms of inspection costs.

Winner costs: Moto Guzzi and Moto Morini

Winner price-performance: Moto Morini Granpasso
All attention, with the Granpasso Moto Morini manages a substantial serve. For their price, you get a lot of driving fun and everyday practicality.

MOTORCYCLE test result

1st place: Moto Morini Granpasso 1200
A made-to-measure debut, in which the lively V2 has a major share. In addition, a well-made chassis? finished.

Place 2: Moto Guzzi Stelvio
If the Stelvio only had an engine that would also work in the lower rev range, things would look quite different. But that’s the case with second place.

Place 3: Benelli TreK 1130 Amazon
A little irrationality always goes with a Benelli. Nevertheless, the TreK is on the right track, combining a fascinating engine with a good chassis.

4th place: Buell Ulysses XB12XT
Buell is used to last place, so this result will not come as a shock. Anyone who likes weird birds will be happy with the XB12. But good is different.

Deficiencies in the test – by all factions

It has to be said at this point: In a four-way comparison with Japanese leading actors, this category would probably not have existed.

On the way to the Swabian Alb, the Stelvio and the Ulysses stopped almost at the same time. The 40-amp main fuse of the Guzzi had blown, the Buell’s gasoline pump went on strike. Guzzi dealer Rene Nesselhauf from RN Motor Technik in Reutlingen (many thanks for the help!) Could not find the cause of the Stelvio mishap. The error did not occur in the further course. The Buell‘s fuel pump, however, continued to occupy us. The Ulysses did not stay where it was, but instead of the stated 95 HP it only delivered between 82 and 86 HP. Only after a new fuel pump had been installed in the Buell headquarters did the XB12XT achieve the promised performance. The fact that the standard touring windshield finally came loose from its rubber mounts is, according to Buell, so far an isolated case that will be examined immediately. At Morini, according to importer Ronald Marz, the criticized part has already been removed: The side stand that broke off on the test motorcycle was modified in series production, while the burned-out headlight bulb could possibly be traced back to a socket that was mounted at an angle.

Data Benelli TreK 1130 Amazon


Artist

Benelli TreK 1130 Amazon

engine
Water-cooled three-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 53 mm, alternator 550 W, battery 12 V / 12 Ah, hydraulically operated multi-disc oil bath clutch, six-speed gearbox , O-ring chain, secondary ratio 37:16.
Bore x stroke 88.0 x 62.0 mm
Cubic capacity 1131 cm³
Compression ratio 11.6: 1
Rated output 92.0 kW (125 PS) at 9000 rpm
Max. Torque 112 Nm at 5000 rpm

landing gear
Bridge frame made of steel and aluminum, upside-down fork, Ø 50 mm, adjustable spring base, rebound and compression stage damping, tubular steel frame, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear , Ø 240 mm, two-piston fixed caliper.
Spoked wheels with aluminum rims 3.00 x 19; 4.25 x 17
110/80 R 19 tires; 150/70 R 17
Tires in the Metzeler Tourance test

Dimensions + weights
Wheelbase 1530 mm, steering head angle 65.0 degrees, caster 118 mm, suspension travel f / r 175/180 mm, seat height * 895 mm, weight with a full tank * 240 kg, payload * 200 kg, tank capacity 21.5 liters.
Two year guarantee
Service intervals every 10000 km
Colors anthracite / yellow
Price 12990 euros
Additional costs around 250 euros

Data Buell Ulysses XB12XT

engine
Air-cooled two-cylinder four-stroke 45-degree V-engine, four lower, gear-driven camshafts, two valves per cylinder, hydraulic valve lifters, bumpers, rocker arms, dry sump lubrication, injection, Ø 49 mm, uncontrolled catalytic converter, alternator 405 W, battery 12 V / 12 Ah, mechanically operated multi-disc oil bath clutch, five-speed gearbox, toothed belt, secondary ratio 65:27.
Bore x stroke 88.9 x 96.8 mm
Cubic capacity 1202 cm³
Compression ratio 10: 1
Rated output 70.0 kW (95 hp) at 6800 rpm
Max. Torque 104 Nm at 5500 rpm

landing gear
Bridge frame made of aluminum, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly articulated, adjustable spring base, rebound and compression damping, internal disc brake at the front, diameter 375 mm, six-piston fixed caliper , Rear disc brake, Ø 240 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Pirelli Diablo Strada tires tested

Dimensions + weights
Wheelbase 1370 mm, steering head angle 66.2 degrees, caster 123 mm, suspension travel f / h 125/125 mm, seat height * 840 mm, weight with a full tank ** 246 kg, payload ** 185 kg, tank capacity / reserve 16.7 / 3, 1 liter.
Two year guarantee
Service intervals every 8000 km
Colors blue, red, black
Price ** 12299 euros
Additional costs around 310 euros

* Including suitcases, top case and windshield

Data Moto Guzzi Stelvio

engine
Air / oil-cooled two-cylinder four-stroke 90-degree V-engine, crankshaft lying lengthways, one overhead, chain-driven camshaft, four valves per cylinder, rocker arm, wet sump lubrication, injection, Ø 50 mm, regulated catalytic converter, 550 W alternator, Battery 12 V / 18 Ah, hydraulically operated single-plate dry clutch, six-speed gearbox, cardan shaft, secondary gear ratio 3.667.
Bore x stroke 95.0 x 81.2 mm
Cubic capacity 1151 cm³
Compression ratio 11: 1
Rated output 77.0 kW (105 PS) at 7000 rpm
Max. Torque 108 Nm at 6500 rpm

landing gear
Bridge frame made of steel, upside-down fork, Ø 50 mm, adjustable spring base, rebound and compression damping, two-joint single-sided swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear , Ø 282 mm, double-piston floating caliper.
Spoked wheels with aluminum rims 2.50 x 19; 5.50 x 17
Tires 110/80 ZR 19; 180/55 ZR 17
Pirelli Scorpion Sync tires tested

Dimensions + weights
Wheelbase 1535 mm, steering head angle 63.0 degrees, caster 125 mm, suspension travel f / r 170/155 mm, seat height 835 to 875 mm, weight with a full tank * 271 kg, payload * 204 kg, tank capacity / reserve 18.0 / 4.5 liter.
Two year guarantee
Service intervals every 10000 km
Colors white, black, red
Price including additional costs 12,750 euros

Data Moto Morini Granpasso 1200


Gargolov

engine
Water-cooled two-cylinder four-stroke 87-degree V engine, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 54 mm, regulated catalytic converter, 460 W alternator, 12 V battery 14 Ah, hydraulically operated multi-disc oil bath clutch, (anti-hopping), six-speed gearbox, O-ring chain, secondary ratio 40:17.
Bore x stroke 107.0 x 66.0 mm
Cubic capacity 1187 cm³
Compression ratio 12.5: 1
Rated output 86.8 kW (118 hp) at 8500 rpm
Max. Torque 104 Nm at 7000 rpm

landing gear
Lattice frame made of steel, upside-down fork, Ø 50 mm, two-arm swing arm made of aluminum, spring strut directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 298 mm, double-piston floating calipers, disc brake at the rear, Ø 255 mm, double-piston Floating saddle.
Spoked wheels with aluminum rims 3.00 x 19; 4.25 x 17
110 / 80R 19 tires; 150 / 70R 17
Tires in the test Metzeler Tourance EXP

Dimensions + weights
Wheelbase 1490 mm, steering head angle 63.5 degrees, caster 110 mm, spring travel f / h 175/200 mm, seat height * 880 mm, weight with a full tank * 235 kg, load * 165 kg, tank capacity / reserve 27.0 / 4.5 liters.
Warranty three years
Service intervals every 10000 km
Colors white / black, gray / black
Price 12795 euros
Additional costs around 250 euros

The reference: BMW R 1200 GS

Adventure queen: BMW R 1200 GS.

A motorcycle has probably never been more suspicious of a reference than the large BMW GS model. At the top of the registration statistics for years, the model from Munich, who has been constantly updated, impresses with her powerfully pushing boxer engine and balanced chassis for all cases.

Data:
Weight 244 kilograms, 105 hp, consumption 5.8 liters, 12,769 euros

MOTORCYCLE test result
1000 point rating: 687 points
Price-performance rating: 2.3

The wide world of the luggage carrier


Buell

The Buell XB12XT in full touring regalia with windshield, suitcase and top case.

In addition to pure tourers, in which the luggage systems are usually integrated, the transport capacity is decisive for travel enduros. But with this category, cases and top cases usually have to be paid for separately (even with the R 1200 GS). From this point of view, it is gratifying that Buell offers the XB12XT including suitcases (42 liters each) and top case (38 liters) as well as a windshield and is still below the base price of the competition at 12,299 euros. What do the others have to offer? For the Stelvio, Guzzi has a set of suitcases in the vehicle color (60 liters in total) for € 630.70, Benelli offers a set of suitcases (41 liters) that costs € 436.40 including the holder. And a Hepco-Becker case system with a total capacity of 68 liters is in preparation at Morini, plus there will be a 46-liter top case. Aluminum cases are also being planned, but the delivery date (as for the rest of the tour accessories) is still open.

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