Test Moto Morini Scrambler 1200

Test Moto Morini Scrambler 1200
Bilski

Test Moto Morini Scrambler 1200

Test Moto Morini Scrambler 1200

Test Moto Morini Scrambler 1200

Test Moto Morini Scrambler 1200

15th photos

Test Moto Morini Scrambler 1200
Moto Morini

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Moto Morini scrambler.

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Moto Morini scrambler.

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Moto Morini scrambler.

Test Moto Morini Scrambler 1200

Nice scrambler

This is what the Italians call it when they stroll along the local promenade on Sunday afternoons in their best outfit. Even if it tweaks and tweaks here and there, as long as the look is right, everything fits. This also applies to the Moto Morini Scrambler.

It is Friday, February 13th, 2009. For less stable natures reason to fear the worst. For the author of these lines, however, the day starts with anticipation. The Moto Morini Scrambler 1200 rolls out of the van at the foot of the Col de l ?? Espigoulier, in the mostly sunny, albeit not always pleasant, southern France. That said, it’s less of a roll and more of a rattle. The reason for this lies in the tires: coarse Metzeler Karoo rubbers, the contour of which is strongly reminiscent of a polygon like a stop sign, are stretched over the noble Excel rims. Which, thanks to elaborately sealed spoke nipples, manage without tubes despite their conventional optics. Soled in this way, the Morini looks heavy, three-day beard-like and signals: I’m not a bike for fetching milk, I’m one for guys who bring the whole beef with them!

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Test Moto Morini Scrambler 1200

Test Moto Morini Scrambler 1200
Nice scrambler

Of maturity and maturity

Because it takes time to grasp the scrambler, it takes more time to understand it, and it takes even more time to master it and to get intoxicated with it. The reason is the tires mentioned at the beginning. It is chosen exclusively because of the martial look. Fare la bella figura. Appearance for appearance’s sake. On request, the Morini can also be delivered with the well-known, well-functioning Michelin Anakee tires at the same price, but most customers choose the Karoo. But what works great on soft, preferably loamy, ground or on the promenade must inevitably run out of steam in real life. Or rubber. The large, free-standing profile blocks lead a life of their own. It swims, rocks and balls. You should say goodbye to old ideas about precision, feedback and, above all, grip as quickly as possible, otherwise the fun on and with the Scrambler will only last for a short time.

The tightly sprung and well damped chassis, supported by a fully adjustable shock absorber and non-adjustable upside-down fork, can hardly be challenged. You should be particularly careful when braking, after all, a total of eight pistons compete against just a handful of studs on the front wheel alone. A sensitive hand is therefore required if the front wheel should not lock. No, we don’t have ABS, we can’t get in either. On the Morini, the driver can still shift and control without electronic assistance. Better to shoot yourself so that the desired cornering speed has already been reached at the turn-in point, then you can concentrate fully on accelerating out, which sooner or later leads to more or less pronounced drifts and cheers under the helmet. The fat V2 supports such requests with both subtle and greedy throttle response. At the same time, it shovels so much torque to the rear wheel that wheelies can hardly be avoided in the first two gears.

Note: A certain psychological maturity while maintaining the play instinct are good entry requirements for future scramblerists. After getting used to them, they can achieve high travel cuts, because thanks to the relaxed seating position, the 21-liter tank can also be emptied in one go, which is easily equivalent to 330 kilometers. And while the Italian faret his bella figura, the following applies to the author: I fare Morini. There can’t be enough 13th Fridays.

Technical data – Moto Morini Scrambler 1200

engine
Water-cooled two-cylinder four-stroke 87-degree V-engine, two overhead, gear / chain-driven camshafts, four valves per cylinder, bucket tappets, injection, Ø 54 mm, regulated catalytic converter, 460 W alternator, 12 V / 14 Ah battery , hydraulically operated multi-disc oil bath clutch, six-speed gearbox, chain, secondary ratio 40:17.

Bore x stroke 107.0 x 66.0 mm
Cubic capacity 1187 cm³
Compression ratio 12.5: 1
Nominal output 85.0 kW (116 hp) at 8500 rpm
Max. Torque 102 Nm at 6750 rpm

landing gear
Steel tubular frame, load-bearing motor, 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 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 220 mm, two-piston fixed caliper.
Spoked wheels with aluminum rims 2.50 x 19; 4.50 x 17

110 / 80R 19 tires; 150 / 70R 17
Tires in the test Metzeler Karoo T, Karoo2

Dimensions + weights
Wheelbase 1500 mm, steering head angle 63.5 degrees, caster 150 mm, spring travel f / h 150/170 mm, seat height * 850 mm, weight with a full tank * 222 kg, load * 173 kg, tank capacity / reserve 21.0 / 4.5 liters.

Warranty three years
Service intervals 10000 km
Colors white / red, black / white
Price 11795 euros
Additional costs around 250 euros

Readings
Top speed 210 km / h

acceleration
0 100 km / h 3.7 sec
0 ?? 140 km / h 5.8 sec
0 200 km / h 13.1 sec

Draft
60 ?? 100 km / h 3.8 sec
100 ?? 140 km / h 3.7 sec
140 ?? 180 km / h 5.2 sec

Speedometer deviation
Effective (display 50/100) 48/94 km / h

consumption
Country road 6.3 liters / 100 km
Fuel type super
Theoretical range Country road 333 km

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