Moto Morini Milano test

Menus

• Made for Milan and beyond
• Twin-cylinder 1.187 cm3, 115 hp and 108 Nm, 191 kg dry, from 15,000 euros
• Discovery
• In the saddle
• On the road
• In the city
• Braking
• Autonomy
• Comfort / Duo
• Conclusion

Made for Milan and beyond

Twin-cylinder 1.187 cm3, 115 hp and 108 Nm, 191 kg dry, from 15,000 euros

Not so long ago, the small but historic Italian brand Moto Morini was playing its last chance, on the verge of bankruptcy, victim of the 2008 global financial crisis.. But since last October, it has been owned by Asian entrepreneur Chen Huaneng, CEO of Chinese automaker Zhongneng, who is currently working on preparing two first mid-size models for the Milan show, a naked roadster and a street scrambler, both powered by parallel 650 cc twins of Chinese origin.

At the same time, production of the Moto Morini range continues in the Trivolzio plant located near Milan with large-displacement engines powered by the unique V-Twin CorsaCorta at 87 ° of 1.187 cm3 designed by Franco Lambertini. This former Ferrari had already created the V-twin of the legendary 3 1/2 launched in 1969 and full of technical innovations that allowed Morini to survive into the modern era..

In the meantime, in 2011, Moto Morini was bought by two Milanese investors, one of them becoming the sole owner 5 years later. Morini continued his momentum with Ruggeromassimo Jannuzzelli at the helm, allowing him to survive long enough for Zhongneng to acquire. The 13 employees who had a full-time job in the small, well-equipped factory near Pavia, in the risotto rice fields, produced 190 motorcycles in 2018. These were mainly the latest ZZ and ZT variants of the streetfighter Corsaro which made its debut in 2005 before giving birth to several versions including the Scrambler which, like the Corsaro duo, is now accessible and compatible with Euro4.

Moto Morini Milano test

But as part of his Moto Morini revival plan, Jannuzzelli has invested considerable sums in the production of motorcycles he would have liked to buy. This is the case with the Milano which, with a hint of irony, now belongs to China when production began. Jannuzzelli wanted to design a motorcycle that would perform well on the road, but also easy in the city. The fact that he divides his life between his Milanese rooftop and a fortified castle in the heart of the countryside is no stranger to it..

Discovery

The man in charge of creating this perfect association is the technical manager, Massimo Gustato, who joined the R&D department in 2015. This role, Gustato had already occupied at Bimota, where he was responsible for the production of the models, the supermot. DBX to the BB3 superbike. He had previously worked for Aprilia Racing with the RSW 125 and 250 Grand Prix and the RSV4 Superbike. He is therefore a man who knows how to develop small series models profitably, without sacrificing either the quality or the individuality of a small manufacturer..

Go to Morini’s before the test

Gustato started working on the development of the Milano in January 2017 and it involved much more than just reducing the engine power of the Corsaro by gluing a passenger seat to the Streetfighter chassis..

No one else makes a motorcycle like this. A Monster or a Tuono has a much more extreme performance and a more aggressive styling, while the Milano is an ordinary motorcycle suitable for everyday city life while providing challenging performance on the road. It is not a neo-retro like the Bonneville or Ducati Scrambler either, their look is too retro and their performance too smooth..

The classic look of Milano (but not retro!) Is the work of Turin designer Angel Lussiana who realizes here his first design going into production.

The Moto Morini Milano 1200

To create the Milano, Massimo and his team of engineers designed an all-new tubular Cr-Mo steel frame that is longer than that of the Corsaro. This results in a lower seat height of 55mm and a lower center of gravity as well, with a new cast aluminum swingarm extended by 30mm for a longer wheelbase of 1,490mm..

The swingarm has been lengthened compared to the Corsaro

The steering geometry is also more relaxed with the fully adjustable, 120mm throttle Mupo inverted fork with a slightly wider opening (25 °) and drag increased by 5mm. At the rear, the Mupo shock absorber, adjustable in rebound and preload thanks to an offset wheel, works on 110 mm and has been revised for more progressiveness.

The management is also a little more open

As for the cycle part, only the Brembo brake system and forged aluminum rims are common to the Corsaro, with two 320mm front discs clamped by radial 4-piston calipers and a radial master cylinder, as well as ‘a 220 mm rear disc with its dual piston caliper. Two-channel Bosch MP9.1 ABS completes the list.

We find Brembo on all braking

The forged wheels are shod with Pirelli Angel GT tires with a 190 / 55-17 at the rear with a fairly flat profile thanks to the wide 6 "rim on which it is mounted. ‘water but without the fuel, the Milano is 191 kg, only 500 g less than the Corsaro ZT. Yet I would have sworn it was lighter, perhaps because of its masses placed lower.

The rims are shod in Pirelli Angel GT

On the chassis side, the Milano is lower and longer than the Corsaro and its engine has been essentially adjusted to offer a wider range of use of torque and power, reduced in turn to make the bike smoother and easier. to control. The camshafts have been revised as have the cylinder heads, valves and timing of the latter. The exhaust line has also been revised, the positioning under the saddle having been changed by two silencers on the right side.

Under the saddle on the Corsaro, the double exhaust passes here on the right side

The Milano engine is managed by an Athena computer which controls the Magneti Marelli 54mm throttle bodies with a single injector and acceleration … by cable. Yes, it is indeed a traditional big twin that meets Euro4 requirements without enjoying the benefits of a ride-by-wire accelerator, so there is no driving mode. The maximum power of 115 horsepower is delivered at 8,000 rpm, while the 108 Nm of torque arrives at 6,250 rpm. Comparing this with the 137bhp at 8,500rpm and 125Nm at 6,250rpm of the Corsaro, it seems obvious that performance has been sacrificed in favor of greater versatility..

The CorsaCorta engine is more flexible here

Too many sacrifices? The only way to find out is to take Milano to the city to which it owes its creation and its name. But before I got there, I first took the scenic road that winds through the risotto fields to check that there was enough power left to indulge myself, but not so much that I lifted the front wheel on them. three first gears during heavy acceleration, as is the case on the ZZ.

In the saddle

As those who have read my previous reviews already know, I am a convinced Morinist and happy owner of a Corsaro 1200 that I still find as fun to ride as since the first day I brought it back from Rome to Great Britain. in the summer of 2007. I was therefore particularly interested in testing this Milano which intends to be a more manoeuvrable version of the modern and muscular ZT and ZZ. Indeed, the Milano offers a completely different driving experience. It is obvious as soon as you ride it, finding yourself sitting much lower, almost in the bike rather than perched as on the Corsaro. This gives the Milano a more intuitive and relaxed look, with a sense of calm and precision in the steering, possibly thanks to the longer wheelbase and more conservative geometry..

We find ourselves sitting much lower on the bike

The changes made to the riding position and the general architecture of the motorcycle have made it possible to design a motorcycle that is significantly more accessible and controllable than the Corsaros. This leads to the creation of a 1,200cc V-Twin that seems as easy to handle and easy as a 500cc. The result makes this motorcycle the ultimate road tool with confident precision and predictable behavior that provides excellent feedback..

The driving position is more natural

One of the Milano’s most notable cosmetic changes is its smaller 13-liter fuel tank which tapers off at the rear to allow riders of almost any height to put their feet more easily on the ground. With its low position, the Milano is also very suitable for women. Added to this is a one-piece Accossato handlebars with higher, wider and set back handles to offer an upright and natural posture..

The tank is refined at its base, but only carries 13 liters

On the road

It must be recognized that the Milano is a treat on the small roads. The Mupo fork and Pirelli front tire provide excellent feedback that helps maintain confident cornering speed while lowered masses make it easier to take turns..

The running gear offers excellent feedback on small roads

A year ago I was riding the prototype of the Milano which clearly had a tendency to understeer in fast corners by pushing the front end in a way that the production version absolutely does not thanks to the new geometry. of management. Like what, there are always huge differences between the prototypes that we can try at the Den and the final production versions..

With its wide operating range, the torque of this engine is available without having to constantly change gears. Note that the latter has also made very good progress since changing gears is easier than on any Morini with which I have been able to ride, including mine..

The gear change is done more naturally than on the Corsaro

On the Milano, the transmission is exactly the same as on the Morini with CorsaCorta engine, but gear changes are now carried out seamlessly. However, it is a pity that there is no shifter fitted as standard on this model as on the ZZ, this one being only available as an option. It is also not possible to have a shifter on the downshift, even as an option.

Too bad the shifter is only optional and upshifting

In the city

The improvement of the gearbox is very useful once you arrive in the center of Milan, especially as the anti-dribble clutch lever requires only moderate pressure to operate. This prevents me from suffering with my left hand with the inevitable stops at the traffic lights that follow one another.

The lightweight clutch is a real relief when operating in an urban environment

The much wider distribution of torque in the Milano also makes it possible to squeeze through traffic between two red lights without constantly having to change gears, whether it’s interfacing with impatient taxis, trams or slipping behind one of these relics. from the 1930s which still serves as public transport in the narrow alleys that run alongside La Scala and Borsa Italiana. It is even possible to get rid of maxi-scooters on the main avenues by going up in the towers, the Morini responds with firmness and allows in a flick of the wrist to leave the Tmax in its wake. Call her anti-scooter.

The wide torque utilization range greatly facilitates city driving

You quickly realize how flexible and forgiving the CorsaCorta engine is when you open wide in 4th gear at 2000 rpm out of a bend normally taken in second and then savor the torque that pulls stronger and stronger in a very linear fashion until the breaker is actuated at 9,300 rpm, without the latter showing a sudden stop of power. This might be surprising from a short-stroke engine that normally calls for revs, but while the engine likes revs (Lambertini assures us that it runs smoothly at 13,000 rpm), it does proves that it also knows how to adapt very well to low speeds in traffic. Then, as soon as a space becomes available, a simple movement of the handle and the ultra distinctive sounding engine responds as the rear Pirelli Angel clings in and propels the bike away from this abrupt and arrogant driving SUV. The CorsaCorta’s butterfly bodies provide crisp, controllable pick-up at all speeds, but it’s the 2,500 – 6,500 rpm range that you feast on the most..

One shot of gas and we escape without batting an eyelid

The Milano provides a great feeling of connection between what your right hand does and the way the motorcycle applies it to the asphalt. There’s no digital filter to dilute your desires, just an analog link between the throttle and the rear tire that gives an old-fashioned breath of fresh air. The traction control has proved to be very useful for tackling the Milanese cobblestones where slips are a daily reality..

Braking

Bosch ABS, necessary for Euro4 homologation, is also welcome on this slippery ground. Brembo braking is true to its habits: efficient without taking it unawares, the two front discs allowing the Milano to be braked from high speeds combine perfectly with the good available engine brake reserve. The rear, however, lacks bite.

The front brakes work perfectly in conjunction with the engine brake

Autonomy

The small tank makes it possible to return its importance to the successful aesthetics of the CorsaCorta engine, or rather would have allowed if the latter had not been covered with a black paint which makes it disappear, especially since the frame manufactured by Verlicchi sports the same color. Frankly it’s aesthetically counterproductive, Morini would have left the engine raw or painted silver and the result would have been much better. Likewise, the tank is too small, even for a predominantly urban motorcycle. The fuel indicator came on after barely a hundred kilometers! What reinforces the appetite of CorsaCorta, which still consumes so much.

Autonomy is really the weak point of the Morini Milano

Comfort / Duo

I was able to spend a good part of the urban excursion in the company of the director of Morini Cristina Fagioli who demonstrated that there is a lot of space for the passenger and that with its reserves of torque, the Milano does not hold no need for this extra weight, especially with a template as small as Cristina’s.

The motorcycle lends itself rather well to the exercise of the duo

Conclusion

It’s hard not to be impressed by the legacy left by Ruggero Jannuzelli to Moto Morini in the form of this new Milano, which should receive in the future a ride-by-wire accelerator, the driving modes that go with it and this shifter. up / down which is currently lacking.

The Gustato team has wonderfully adapted this torquey CorsaCorta engine so that it is both supple and forgiving, a real machine that is easy to drive in town and on small roads. With its excellent handling, precision, decent performance and upright riding position, the Milano is a true old school motorcycle where it is up to you to harness the performance reserves of this engine through use. judicious use of the right hand with the only aid of traction control. The Milano is really pleasant in traffic thanks to its frank acceleration and its excellent reactivity over a wide rev range, but still controllable and controlled, even with a minimum of electronic intervention. Available in red and blue, the Milano is priced at € 15,000, 900 less than the ZT from which it came..

Moto Morini Milano 1200

Last year, when I rode the Corsaro ZT I explained that it was the exact opposite of those motorcycles that assist you with everything, something with two wheels and an engine so far from the electronics that the we are almost surprised that someone is still allowed to build and sell this kind of motorcycle today. Moto Morini does it and they just doubled the lead with the Milano.

Strong points

• An old-fashioned motorcycle
• Flexibility and availability
• Maneuverability
• Look
• Braking

Weak points

• Limited autonomy
• No shifter for downshift

The technical sheet of Moto Morini Milano

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