Top test Moto Morini Corsaro 1200
Simple and poignant
With the classy Corsaro 1200, Moto Morini takes up the idea of the purist driving machine again. No frills, simple and tidy design, powered by a powerful V2 heart.
Edges, points, spikes, futuristic plastic structures with aggressively styled panels, hoods and channels where there is nothing to channel ?? Morini is going exactly in the other direction with the new Corsaro 1200.
of a very simple and convincingly simple naked bike. Two round headlights and a stylish tank above the bright red mesh tube, which is made of sturdy steel pipe with acceptable welds. At the rear of the machine, the designer finally got a move: A fat megaphone pair dominates the knobbly rear section.
The spartan use of plastic and the successful presentation of pure mechanics make the new one so attractive M.oto Morini off. At the center of the red and silver driving machine is the massive V2 engine newly designed by Morini technician Franco Lambertini, which, with exactly 1187 cubic centimeters, stands out from the compulsory one-liter cubic capacity of the competition and also breaks new ground in design details.
If shapes can speak, then the Corsaro, which leans on its side stand in such a friendly and sympathetic manner that you can’t help but simply start thundering away. And that is to be taken literally, because the power and sound that this internal combustion engine stages will not leave any two-cylinder freak indifferent. One small downer, however, is already noticeable when starting the extremely short-stroke engine: the current coordination of injection and ignition does not have the cold start behavior under optimal control in winter conditions. The electric starter heaves the V2 with great effort over the dead center and does not want to be disturbed during the first twenty seconds of uneven idling. To be slightly warmed ?? 45 degrees water temperature should it be? to come up with much better manners. Then life comes in
die Bude, already from 3500 /
min the 1200 engine vibrates
the torque hammer, and
the red Corsaro throws you
The blink of an eye later on the rear wheel. In speed ranges where some smaller high-performance twin still listlessly tugs at the chain, the Morini stamps ahead so that it just smokes. A daring game with the throttle hand acting with gross motor skills, because the unusual torque attacks quickly conjure up spectacular slides on asphalt with less grip or even on wet slopes.
The test bench provides evidence of the powerful acceleration: at 4500 rpm, 100 Nm of torque are available. For comparison: An Aprilia Tuono R achieves 83 Nm at the same speed. The Corsaro-V2, spread at an angle of 87 degrees, arouses unbridled lust that ends in joy while dancing through the winding mountain routes on the Ligurian coast. Finally, the smart Morini strategists put the relentless torque to the side with a stable chassis that knows how to tame the power of the engine.
Up into the mountains, down into the valleys, curves, hairpin bends, serpentines until you get dizzy, and every straight line, no matter how short, is converted into a dragstrip. From an engine point of view, the 2006 Tuono R with its 1000 V2, which is on board as a reference, looks pretty pale. While the Corsaro is more the motorcycle for the strong boys, because with all its maneuverability and greed for curves, the strict leading hand must not be missing. A pinch of the Buell XB12S and Yamaha MT-01 cannot deny the power hum: even if the slow engine masses of the Morini can only be found in the beginning, it demands an attentive, concentrated rider who can strike the right balance between the powerful acceleration and the no less strong braking torque of the motor and an almost contradicting, light-footed handling.
Such specific characteristics require getting used to, but provide a very confident, relaxed driving experience when the dressage is successful, which once again confirms that there is no substitute for displacement. Especially if this does not bring any phlegmatic attacks in terms of revving pleasure, as with the Morini, which whips through the speed range with lively liveliness and only gives rest above 9000 rpm.
The may regarding the crisp twin
the running smoothness can be confirmed because
the typical two-cylinder vibrations are always noticeable, but never annoying. For the ride on the Italian coastal roads, it is better to leave the enormous power beyond 7000 rpm, because too much of a good thing here only damages.
Alternating between second and third gear, the Corsaro hums through the mountains and delights its pilots with a few niceties that one would not have expected at the premiere of the modern Morini generation. The anti-hopping clutch, for example, which allows only a gentle rear wheel stamping when braking hard with the powerful but not too biting Brembo ensemble and downshifting at the same time, converts the power into usable thrust in a finely dosed sprint from a standstill. The occasional pulsation of the hand lever has to be accepted. The strength-
flow closes the precise circuit
with short distances. You are amazed to note that the fat 1200 load change at speeds below 5000 rpm is smooth and jerk-free, only then does it grip a little more roughly.
On the engine side, so far everything is in order, there are hardly any real weak points in terms of chassis technology. The 50s upside-down fork is in a triple clamped and 80 millimeter wide, hollow cast bridge, at the rear a voluminous cast aluminum swing arm guides the 5.5 inch rear wheel, whereby the upper strut eye is like on some Honda–
Models not on the frame, but in
the rocker is supported.
So that the classic tubular space frame does not weaken, the two-cylinder
at three points as a supporting element
constructs and takes over at the same time
the swing arm mounting. The result: a
effortless fun cornering with impeccable steering precision and lean angle stability. Even in the case of significant road distortions, the Morini can be kept on course with the smallest corrections and smoothly ironed through quickly applied alternating curves. At a very wild pace, however, not without a certain tendency to swing the stern-
game ?? probably also caused by the rear-heavy weight distribution and the suspension elements, which are basically designed for comfortable road use.
However, the wide, practical adjustment range of the damping leaves scope to adapt the Corsaro to individual wishes and preferences (see box on page 26). Even with a pillion passenger
there are still enough spring reserves available and make fast cornering in a duo possible. But then
Be careful with the torque hammer because the 1200 snaps onto the rear wheel in a flash. No wonder, the wheel load distribution is extremely rear-heavy with 47 percent at the front and 53 percent at the rear. That the feedback from the front wheel anyway
that is clearly received by the driver is also due to the compact, forward-facing seating position that comes with the
large seat cushions, a successful knee connection to the short tank and the perfectly arranged steering iron none
Leaves nothing to be desired. Who opposes the thundering storm? The Morini Corsaro runs 250 km / h ?? can rely on stable straight-line stability even on undulating slopes. You can feel nothing more than a gentle oscillation around the steering axis, stimulated by wind turbulence.
When the test crew finished their ascent and descent late at night, the two 100 millimeter headlights had to keep their brightness and the motor had to deal with the precious one frugally
Prove fuel. While the former is true-
to ensure bright joy becomes cloudy
the mood at the pump: 7.2 liters of premium gasoline on 100 kilometers of country roads in the moderate MOTORRAD test cycle. So it is not surprising that the obviously boldly tuned V2 occasionally quits service abruptly and with a loud “plop”. With all the love, the Morini engineers have to do it again.
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Top test Moto Morini Corsaro 1200
Simple and poignant
Was there anything else?
Good workmanship in detail
Relatively light stainless steel silencers (4.3 kg each)
Good visibility in the rear-view mirrors by Italian standards
Easily accessible adjusting screws
on the shock absorber
Starting behavior and engine tuning in the partial load range not yet optimal
Too short the front fender, dirt is thrown up to the steering head and intake snorkel
Pillion seat cushion offers little support
Small water cooler (660 cm² cooling surface), could be used in summer
Temperatures are overwhelmed
Smaller, less accessible
Oil filler neck
No stone chip protection on the oil cooler
Badly accessible preload nuts on the shock absorber
Suspension settings in the test *
Fork: spring base 9 by 17 um-
rotations preloaded, rebound stage 11/2
up to 2 turns, pressure level 2
open up to 3 turns
Suspension strut: preloaded spring length
165 mm, rebound 7 to 11 clicks,
Pressure level 5 to 8 clicks open
* little open setting for
sporty driving style, more open
Cushioning for better comfort
Top speed * 250 km / h
0 100 km / h 3.4 sec
0 ?? 140 km / h 5.3 sec
0 200 km / h 10.3 sec
60 ?? 100 km / h 4.9 sec
100 ?? 140 km / h 3.6 sec
140 180 km / h 4.1 sec
Effective (display 50/100) ?? ** / 91 km / h
Display red area 9500 rpm
Effective 9000 rpm
Consumption in the test
at 130 km / h 6.7 l / 100 km
Country road 7.2 l / 100 km
Theor. Range 236 km
Fuel type super
mass and weight
L / W / H 2080/930/1270 mm
Seat height 830 mm
Handlebar height 1040 mm
Turning circle 6160 mm
Weight with a full tank 220 kg
Load 165 kg
Wheel load distribution v / h 47/53%
Driving dynamics 1
Braking distance from 100 km / h 40.5 meters
Average deceleration 9.5 m / s²
Comments: When braking hard, the maximum deceleration is limited by the rear wheel lifting off. Brakes that can be easily adjusted at the front and rear. The rear can also be effectively braked.
Handling course I (fast slalom)
Lap time 20.3 sec
vmax at the measuring point 109.2 km / h
Comments: very high speed at the measuring point due to good handiness. However, when the lean angle is changed quickly, the tail springs in and out strongly, even with the compression damping turned off. Below 3000 rpm the twin bothers with jerky response.
Handling course II (slow slalom)
Lap time 28.5 sec
vmax at the measuring point 52.8 km / h
Comments: good lean angle. Neutral driving behavior on large lean angles. From 3000 rpm, the high-torque engine noticeably makes good meters.
Orbit ø 46 meters
Lap time 10.5 sec
vmax at the measuring point 53.1 km / h
Comments: The vehicle sways noticeably on bumps, so the line must be corrected several times. Low set-up torque when braking.
Engine: water-cooled two-cylinder four-stroke engine, crankshaft transverse,
two overhead sprockets / chains–
driven camshafts, four valves
per cylinder, bucket tappet, injection,
ø 54 mm, regulated catalytic converter, 460 W alternator, 12 V / 14 A battery, hydraulically operated, multi-disc oil bath clutch, six-speed gearbox, chain.
Bore x stroke 107.0 x 66.0 mm
Cubic capacity 1187 cm3
Compression ratio 11.8: 1
103.0 kW (140 PS) at 8500 rpm
Max. Torque 123 Nm at 6500 rpm
Pollutant values (homologation) in g / km CO 0.758 / HC 0.166 / NOx 0.044
Chassis: tubular steel frame, load-bearing motor, upside-down fork, ø 50 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, ø 320 mm, Four-piston fixed calipers, rear disc brake, ø 220 mm, two-piston fixed calipers.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Pirelli Diablo tires tested
Dimensions and weights: wheelbase 1440 mm, steering head angle 65.5 degrees, caster 103 mm, spring travel f / h 120/130 mm,
permissible total weight 385 kg, tank-
content / reserve 17.0 / 6.0 liters.
Service intervals every 10000 km
Oil and filter change every 10000 km / 3.5 l
Engine oil SAE 10 W 60 l
Spark plugs Champion RG 4 HC
Idle speed 1300 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.7 (2.5 / 2.7) bar
Two year guarantee
Colors red / metallic gray, black / metallic gray
Price 12300 euros
Additional costs 200 euros
The torque drop at 3000 rpm is unpleasant, but hardly noticeable in the partial load range. Impressive the high
Torque of over 100 Nm
from 4500 to 9500 rpm. With
The top performance of the Morini is 133 hp at the level of Triumph Speed Triple
and Benelli TnT. The short overall translation is reinforced
still the explosive impression.
The finely adjustable Brembo brake enables consistently high deceleration. An average of 9.5 m / s2 is brave, but not sensational. More is not possible because of the lifting rear wheel.
Conclusion – Moto Morini Corsaro 1200
The return of the traditional brand
succeeded straight away. The Corsaro focused on that
Essential. And so you are enthusiastic
pure, unadulterated driving pleasure from the powerful V2 engine
is determined. However, it does
another one when voting
Improvement in terms of Startver-
keep and consumption.
Scoring: Motor – Moto Morini Corsaro 1200
The excellent torque values also benefit the performance development criterion. Likewise, the precise circuit and a well-functioning anti-
Hopping clutch the Morini forward. The lousy cold start behavior due to a not completely
Successful engine electronics also have an impact on the response rating-
Load change behavior.
Scoring: Chassis – Moto Morini Corsaro 1200
The completely redesigned motorcycle masters the decisive criteria for driving pleasure with flying colors and can easily keep up with the established competition. The Corsaro only has to take a step back in terms of handiness.
Scoring: Safety – Moto Morini Corsaro 1200
Whether lean angle, braking stability or the critical issue of handlebar slap? the Morini leaves nothing to be desired. Even the light output of the two round headlights is impressive. It is clear that an important point in active safety is missing without ABS. In return, the easily adjustable brakes decelerate powerfully, without
Scoring: everyday life – Moto Morini Corsaro 1200
There is not much to get for the puristic driving machine in this sector, because it cannot be used with heated grips or top cases. You can get over that, but not the low payload.
Scoring: Comfort – Moto Morini Corsaro 1200
No cladding, no wind protection ?? clear. There is a comfortable, active driving seat for the pilot, the man behind has to starve. The 1200 V2 holds back elegantly with vibrations.
Scoring: costs / environment
This chapter isn’t exactly Morini’s forte. The petrol consumption is enormous, the inspections and maintenance are not cheap, and it is not a bargain either. At least the homologated exhaust gas values are good.
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