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Alfonso Morini is born
Alfonso Morini was born in Bologna on December 22nd 1898. In 1899 the first motor-bicycles are seen on the roads of Bologna. The Touring Club has its meeting there and organizes promotional demonstrations of the new vehicle. Alfonso Morini is only one year old but he maybe keeps that roar of the bikes in his mind.
Alfonso Morini: Manufacturer, Racer, Industrialist
He is still very young as he begins repairing motorbikes. At 16 he opens its own workshop, but he must soon stop his activity, because of the outbreak of the First World War. The boy exploits this hard situation to increase his knowledge about engines: as a volunteer soldier he joins the 8th Motorcycles Unit in Padova. As the War ends, he cannot be satisfied with just repairing bikes and longs for something more.
Hard work and a bit of luck means that in 1925, Mario Mazzetti asks him to build a 125 cc single cylinder two-stroke for racing. Together with M.M., Alfonso Morini starts his career as a designer, a constructor and a racer. Everywhere on his bikes he achieves excellent results. His greatest triumph is in 1927 in Monza, during the Grand Prix of Nations, on his M.M. 125 he obtains six world records, which will last for twenty years. Six years later he arrives at 162 kph, the new world speed record for 175 cc bikes.
1937
Moto Morini was born
After 13 years of sport success with M.M., Morini decides to leave Mazzetti, putting an end to a period of his life and opening a new one: he asks and obtains of being paid off with 25,000 Italian lire, a compasses box and a used motorbike. It's 1937. It's time for Moto Morini to start up.
It's not easy, for a lover of two wheels as Morini, to work as a manufacturer of 350 and 500 cc three-wheelers. Anyway, the business goes on well: fascism, because of its autarchic policy, decides to advantage these three-wheeled vehicles that spare fuel and tyres. Thanks to fiscal and bureaucratic benefits and a lower price than cars, they are good sellers. Most of all, M610 obtains a good success, also because of innovative technical solutions (as cardan transmission). But Morini must again stop his activity: World War II breaks out, and Moto Morini must convert to war production (aeronautical field). In 1943, bombings on Bologna blow the factory up.
T125 - The first Moto Morini Bike
Welcome bikes Alfonso Morini's dream cannot stop: less than one year after the end of the war, the first T125 comes out of the new factory in Bologna, Via Berti. From this moment on, Moto Morini begins representing an important example of Italian mechanical skill. The first bike, a single-cylinder two stroke and three-speed 125 cc, is inspired to the German DKW. A lot of them are sold, and in 1947 the Sport version comes out
T125 Sport
T125 Sport goes into production
1948
Moto Morini officially takes part in it's first competitions
The great qualities of Morini as a constructor, who joins experience and innovation, soon come out and his name becomes a synonym of speed and victory. Already in 1948 Raffaele Alberti drives the 125 Competition to success, winning the Italian Championship for Lightweight Motorcycles. In 1949 Umberto Masetti wins again the same title on the 125 Single-camshaft four-stroke: the power of this bike is 12 HP at 10,000 rpm, its speed exceeds 140 kph. With the same bike Morini obtains its first victories on the world circuits: in 1952, Emilio Mendogni wins GPs of Nations and of Spain.
More wins at various competitions and the four stroke revolution
At the end of the season Mondial races with extraordinary fast four stroke bikes. Moto Morini cannot accept to stay behind. So in 1949 (the first year of the World Championship) they build a new 125 cc bike only for competitions, 125 GP Single Camshaft four stroke. This bike, at the height of its evolution, arrives at 16 hp at 10,000 rpm and comes up to 160 kph (in the Grand Prix of Nations of 1953 Mendogni Beats the lap record, at an average speed of 143,2 kph).
The winning streak in competitions around the world continues
Umberto Masetti wins again the Italian Championship in 1949. International victories come only in 1952: Emilio Mendogni wins two following World Championship races; Grand Prix of Nations (the other Morini, with Luigi Zinzani, comes fourth) and Grand Prix of Spain. In 1953 Mendogni wins again the Italian Championship. Then, in 1954 Moto Morini passes to the upper class, 175 cc. With its bike derived from the 125 (the only difference is the increased capacity) Mendogni wins all the three races of Italian Championship. In 1955 Morini decides to design a completely new engine: it is the heart of the 175 cc competition Morini's, Settebello and Rebello.
1953
The birth of a four stroke myth
Four stroke engines are not limited to competition bikes anymore, but are introduced in the normal production: in 1953 the first 175 (with pushrods and rockers gear) comes out of Morini works. It will establish Morinis as the ideal bikes for many Italian people: Gran Turismo, Settebello, Rebello, Supersport, Briscola, Tresette, Tresette Sprint are the names of much desired motorbikes. And for many people the dreams come true. In 1955 Moto Morini moves to a new and larger factory, in via Bergami: this allows a big increase of production.
175 touring: All bike lovers dreams
Completely devised and designed by Alfonso Morini, this bike is a turning point in Italian motorcycle production. Released in many versions, it becomes a symbol for its period. 175s are strong and long lasting bikes, which require little maintenance. They join simple mechanics, excellent performance and charming beauty.
In 1953 the new Moto Morini 175 Turismo comes out: it immediately receives an enthusiastic welcome and the company decides to design a competition version. Its name becomes legendary: Settebello. This bike immediately meets an extraordinary success among all the lovers of motorbike races. It is sold for road use too, but was born mainly for competitions. Settebello's success is determined mainly by the existence of MSDS category (races for bikes derived from mass-production). it wins all kind of races: long distance, climb, on track. In the following years many other road versions of 175 come out, while Settebello becomes exclusively a racing bike.
1954
More new bikes released
175 Gran Turismo and a myth-bike, the 175 Settebello which was a symbol for the Italian company and for Italian motorcycling in general. This model was born mainly for competitions, but was sold for road use too.
Among Moto Morini 175s for competitions, there are two models that made history: Settebello and Rebello. Rebello was born during the winter in 1954-1955 to take part to races of category Sport (for bikes derived from mass-produced ones) and then Formula 2 (for bikes with intermediate characteristics between GP and mass-produced ones). It reaches great results in long distance races too, a very popular type of competitions at that time.
Rebello: impossible to remember all it's victories
The engine of Rebello has the same bore and stroke measures (60x61 mm) of the other Morini 175s, but the rest is completely different. Riding a Rebello Mario Preta arrives second at Milan-Taranto (a classic long distance race) in 1955: indeed it is quite a victory, because the first is a Gilera 500 cc four cylinders. In the same year Emilio Mendogni wins the Motogiro d'Italia (another long distance classic). Rebello wins the same two races in the following year, thanks to Franco Franceschini (Milan-Taranto) and Walter Tassinari (Motogiro). This bike is also a protagonist in the Italian Championship: Umberto Masetti wins in 1955 (Seniores), Franceschini and Giampiero Zubani in 1957 and 1958 (Juniores).
1956
Sbarazzino: the everyday bike
It was born as a lightweght bike for daily use, to replace the old 125 cc two stroke. It joins a low price, a great functionality and the typical Morini robustness. It is produced for 10 years, even if it does not meet the same commercial success of other bikes.
Attilio Damiani, a champion for climb races, exploits the power of Rebello DOHC (born in 1956) at its best, winning five following Italian Mountain Championships, from 1959 to 1963. In 1959 Jacques Couturier wins the "Two Hours" for 175 cc bikes in Monthléry, at an average speed of over 120 kph. In 1957 the last version of Rebello 175 and a 250 cc version come out: from the latter Morini will derive its masterpiece, the legendary 250 GP DOHC. New Technical features: -modified chassis in the upper part -Amadori central drum brakes with dynamic air intake
250 GP
Rebello 250cc is born. Realized by Alfonso Morini, Dante Lambertini and Nerio Biavati, this is the bike the international press will call "the fastest single cylinder in the world", Morini's masterpiece for competitions. Rebello obtained many victories, and a 250 cc version was also designed: it is the forerunner of 250 GP.
1958
250 Bialbero: The fastest single cylinder in the world
Alfonso Morini, Dante Lambertini, Nerio Biavati: in 1958 these three "artists" in mechanics work out a masterpiece that will last in the history of motorbikes: 250 GP Double Camshaft. The "fastest single cylinder in the world", as it will be later defined by international press, makes its first appearance in Monza, Grand Prix of Nations . It could not start better: Emilio Mendogni immediately takes the lead and keeps it to the end. Behind him, after a long struggle against Ubbiali (on MV), Zubani comes second riding the other Morini.
Corsaro 125: for road masters
It is an evolution of Sbarazzino. It was born as an economical touring bike, but it becomes a sports one. It is extremely performing, beautiful and reliable, so it meets a great success: a lot of Corsaros are sold both in Italy and abroad. Thanks to this bike, many young riders can take part to competitions competitively.
1960
Settebello "Short Rods": the first bike of a great champion
Only very few Settebello "short rods" (1960) are manufactured (more or less 10, plus three official bikes), but many people transform their "old" Settebello using spare parts, making it nearly the same as the last model. Settebello reaches 23 hp at 10,500 rpm and a maximum speed higher than 160 kph. It is not easy to remember all the victories of this bike. It has excellent results in climb races: it wins seven Italian Mountain Championships. The exclusiveness of this bike is granted by the date of the last victory in this kind of races: 1973. Five Juniores racers win the Italian Championship with Settebello. In 1958 and 1959 Couturier and Bettiol win the Bol d'Or, a classic long distance race on the French track of Monthléry. It is necessary to remember that the great Giacomo Agostini began his racing adventure on a Settebello (at first personal, than official). New Technical features: -23 hp at 10,500 rpm -maximum speed over 160 kph -Oldani brakes -Ceriani GP forks -slight variations in the chassis
Settebello 175 : a unique bike.
In September 1960 a new 175 cc prototype with single camshaft gear comes out. It is very different from Settebello: gear drive, engine block made of two different half-cases, newly designed head and cylinder, duplex cradle chassis. The bike races in Monza, extremely fast track, to exploit its great speed. Indeed, it wins the race, but is immediately disqualified: it was a race reserved to bikes derived from mass-production and at least 100 bikes of the same kind were requested, while this was (and still is!) a unique example.
Tarquinio Provini arrives at Moto Morini in 1960. Two years before, the competition section of the firm had built a much powerful 250 cc bike. In its first race, the Grand Prix of Nations in Monza, Emilio Mendogni had ridden it to victory, while Zubani came second. The authors of this wonderful bike are three: Alfonso Morini, racer, designer and industrialist, a man who was able to transform his passion into reality; Dante Lambertini, nicknamed "Wolf" for his rude character, a great experience as a rider, who worked for Morini all his life long; Nerio Biavati, who had previously worked for Boselli brothers' Mondial, specialized in the manufacturing of engines. Provini was the missing man who could reveal all the potentiality of 250 GP. In 1961 and 1962 he wins the Italian Championship, but realizes he is riding a bike that could defy much harder rivals. Those years, Honda seems unbeatable: in World Championship 250 cc its riders have come first, second and third in 1961 and first and second in 1962. So Provini and Morini mainly challenge the Japanese team and its best rider, the Rhodesian Jim Redman, current World Champion.
Giacomo Agostini first time and American landing
Strong, reliable, fast: 175 become also great competition bikes. It's hard not to remember that on a Settebello "Short Rods" Giacomo Agostini, one of the greatest champions of all the times, makes his debut in competitions. His first race is in 1961, the Trento-Bondone climb race, where he gets second. In the next years his first important victories: Italian Cadet Champion in 1962, Italian Junior Champion (both on track and on the road) in 1963. In these years Morini also produces smaller four stroke bikes, that have a good spread: Sbarazzino 100 and Corsaro 125. Both are conceived for a daily use, but designers decide to give Corsaro a more sporting style: Corsaro Veloce has a good success. Thus a lot of different versions are produced: Competition, Sport Lusso, Super Sport, Country, Regolarità (all-terrain). In 1964 the 150 cc model comes out: it reaches 130 kph. As an evolution of Corsaro, at the beginning of the '60s, the 48 cc models come out, named Corsarino 48. In the mid '60s Morini takes a market niche in the USA, exporting Corsaro (renamed Cyclone, Jaguar, Thunder Chief or Hurricane), Corsarino (Pirate and Twister, in 60 cc version) and Settebello 250 GI (Tornado or Typhoon).
1963
Moto Morini 250 c.c. world Championship landing
In 1960 Tarquinio Provini comes to Morini: with 250 GP he wins the Italian Championship in 1961 and 1962, but he thinks this is not enough for such a powerful bike. It's 1963: Provini talks to Alfonso Morini and pushes him towards the most important challenge he could face: the World Championship. In those years Honda seems unbeatable, but Moto Morini is able to seriously threaten its leadership. 250 GP has 37 hp power at 11,000 rpm and arrives at a maximum speed of 225 kph. Provini wins four GPs (Spain, West Germany, Italy, in front of a home crowd, and Argentina). Moto Morini does not take part to some races, because of economic reasons or for bad organization of the team. Anyway, the dream comes close to become reality, but the last race is very unlucky for the Italian rider: suffering from severe ear problems, he comes fourth and Jim Redman again wins the Championship by two points. In the following years Morini continues winning many national and international competitions with Corsaro Regolarità (for enduro racing): in 1966 Franco Dall'Ara wins the International Six Days of Sweden, in 1967 and 1968 Giovanni Collina wins the Italian Championship.
Corsarino, Corsarino Pirate, Corsarino V, Corsarino Z
Born as Corsaro's "younger brother", it becomes a little "myth". For its capacity it has to be considered a moped. In reality, it was a little motorbike which became very popular and was much loved by young people. There are still many Corsarino Clubs today. The 60 cc version (called Pirate or Twister) was exported to the USA. - 48,82 cc four stroke moped - bore x stroke 41x37 mm. Then Corsarino, was realized in a new verion "Pirate" with this technical features change: - 60 cc (bore x stroke 44x40 mm). Always in 1963 was realized Corsarino V. It is the "Woman" version. It had not great success. In the last period, a cheaper version of this model was produced. Always in 1963 was born Corsarino "z" Version, with different technical features: - three speed gear with handlebar grip (from 1966, four speed gear with pedal control) - pushrods and rockers timing gear - two parallel valves - 55 kg.
The World Championship 250 cc of 1963: a thrilling adventure
The dream that could have left a lasting sign in the history of motorcycling has vanished for a while. On the track of Suzuka, Morini has given up every hope to enter the book of Champions. Everyone knows, in sports only winners are of weight, the rest is only defeat. But Moto Morini's adventure in the 1963 World Championship is worth to be told. It could be funny for us, today, hearing that they lost a World Championship because the team could not afford the expense of going abroad too often. But the epoch of billionaire sponsorship had not yet begun. This is a story of real passions, hopes and dreams.
Though trustful in their single cylinder's performance, probably the Morini team men did not expect such a good beginning: on May 5th Morini triumphs in the Grand Prix of Spain, at Montjuich. Provini comes first, 20 seconds before Redman's four cylinder. Morini 250 GP also beats the record of the track. Honda wants to get its revenge, but Morini wins the second race too, showing it is the best bike: at Hockenheim, Grand Prix of German Federal Republic, Redman is reported as saying that Morini (suddenly become his hardest rival) is much faster than its own bike. At Paris, again, during the pre-race tests, Provini lowers the record of the track. Unfortunately, rain wrecks Morini's dream: the 250 class event is canceled because of bad weather. Morini does not even take part to the next race, on the Isle of Man, while at Assen (Holland) Provini is only third, behind Redman on Honda and Fumio Ito on Yamaha. Morini appeals to the judges, claiming Honda has a greater capacity than 250cc. Result: 249,65 cc. The race is valid. In Belgium, again Provini comes third. He tries to return to victory at Dundrod (Ulster), but the world champion precedes him by 7 seconds. At the next Grand Prix, in East Germany (Sachsenring), other organizational problems prevent Morini from racing. The last competition in Europe is the Grand Prix of Nations. At Monza a crowd of fans come to support the Italian bike. Alfonso Morini offers a 21 year old boy, who has already shown to be an excellent rider, to race at the side of Provini: Giacomo Agostini thus debuts in the World Championship. Provini does not deceive his fans and wins the Grand Prix. Now the world title seems at hand. Trusting in a winning conclusion, the team undertakes the expensive travel to Argentina. Things seem going wrong: Provini goes off the road. But Redman, some laps after, goes off at the same turning, allowing Provini to win the race. Morini and Honda are now equal on points. The World Championship will be decided by the last Grand Prix, at Suzuka, on November 10th. Bad luck affects the Italian team: on the plane to Japan, Provini is affected by severe ear problems, necessitating an operation. Meanwhile, it is hard for his teammates to get the 250 GP through customs. If Morini won "at home", at Monza, the Japanese teams cannot do badly at Suzuka. Provini is only fourth, well behind Redman's Honda and Fumio Ito and Phil Reed on Yamaha. Jim Redman is again world champion by two points from Provini. Indeed, Redman was competing in 350 cc and 125 cc class as well, but the resources the Japanese team had and the almost improvisation of Moto Morini team cannot be compared. Anyway, for the Italian company this was a wonderful adventure, achieving unbelievable outcomes, thanks to the enthusiasm and the passion of the whole team. The goal was missed, but the deed is worth being heeded.
1964
Settebello 250: Moto Morini lands in U.S.A.
This bike was born for the American market: John Berti, the importer, asked the company to produce a bike with a bigger capacity than Corsaro 150. The 250 cc bike is derived from the old 175s. On the American market (where it is named Tornado or Typhoon), it has a much greater success than in Italy.
T150 Corsaro
The T150 Corsaro is released.
Meanwhile Giacomo Agostini shows he is a great rider and in 1964 he becomes the leading racer of Moto Morini. In that year he wins the Italian Championship, as Angelo Bergamonti will do in 1967. International competitions becomes untenable: Morini experiments a new version, with four valves head, but this is not enough. The single cylinder cannot be up to Japanese bikes' level, such as Honda's and Yamaha's four and even six cylinders. The Italian company decides to retire from competitions.
1965
Corsarino ZT e Corsarino ZZ
In this period were born two different Corsarino version: Corsarino ZT (1965),similar to Z version, only the saddle and the handlebar change. Corsarino ZZ (1965) with three speed gear with pedal control (from 1966 four speed).
Moto Morini obtain satisfactory victories series in off road competition
In the second half oh 60' "Regolarità" races became an endurance tests for off-road moto Moto Morini bikers. Moto Morini corsaro was adapted for this outdoor races, and after have obtained good results in the first races, became a fearsome competitor in all category.
The Corsaro GT 150 is released
1966
Corsaro Regolarità National and International triumphs
In 1967 Dossena wins the Italian Championship Regolarità in class 100 cc, Collina in class 125 cc and Gritti in class 175 cc. In 1968 Moto Morini repeats these victories in the two lower classes, thanks to Signorinelli (class 100) and Gritti (class 125). In 1969, again two victories in the Italian Championship: Oldrati (class 125) and Gritti (class 175). Corsaro also wins international competitions, such as the International Six Days of Sweden in 1966, thanks to Franco Dall'Ara. Corsaro was also manufactured (few bikes) for track races for bikes derived from mass-production
The Corsarino Scrambler is released.
1969
Alfonso Morini dies
On June 30th 1969, as he is 71 years old, Alfonso Morini dies. His only daughter, Gabriella Morini, relieves the company. She takes to her heart the business and manages Moto Morini bravely and devotedly until 1986.
The Corsaro Lusso, Sport Lusso and Super Sport versions are born.
1970
Welcome Franco Lambertini
1970 is a meaningful date for the firm: Franco Lambertini (who is not related to Dante Lambertini, who had long worked in Morini's technical staff) decides to leave Ferrari works and comes to Moto Morini. He will design excellent bikes, always ahead of their time.
Corsaro is sold in the USA too, thanks to the importer John Berti. On the American market it is called Cyclone, Jaguar, Thunder Chief and Hurricane.
Corsaro Regolarità The new engine In 1971
When Franco Lambertini comes to Moto Morini, Corsaro mounts a new cylinder, "flat head", with the combustion chamber in the top of the piston.
1972
Corsarino Super Scrambler
Scrambler obtain good sales levels, so Moto Morini realised a new corsarino version:Corsarino Super Scrambler. With new chassis with continuous duplex cradle , telescopic hydraulic fork, smaller tank
3 1/2 Italian Motorcycle Jewel
This bike was displayed at Milan Show in 1971 and was sold form the spring of 1972, immediately obtaining the favour of the public. Franco Lambertini's jewel, thanks to its technical innovations, becomes one of the most appreciated and desired bikes in the ' 70s (and even further). The V-Twin engine is a masterpiece of Italian mechanics: it grants high power with extremely low fuel consumption.
Lambertini was able to build this performing and beautiful model with a low budget, having to accept some features that the management imposed him (such as the pushrods and rockers gear).
3 1/2 GT had a great success, and in 1974 Morini launched the Sport version (shorter saddle, lower handlebars, increased maximum power to 39 hp at 8,500 rpm, maximum speed over 171 km/h, a record for the category). This soon became Morini's forte.
The new engine, conceived as "modular", is also adopted for single cylinders (eliminating the rear cylinder): this is the origin of 125 H and 250 mono. In 1977 the 500 GT is released: twin, five-speed gear, it has the gear change on the right hand (in those years the gear change on the left hand was taking root in every country, but Morini decided to leave it on the right, both for the company tradition, and for ergonomic reasons). Later, also Sport and Sei-V (Six-speed) versions of the 500 cc will be released. Meanwhile, 350 becomes K2 (1984): it's a bit less performing than 3 1/2, but is still a good motorcycle.
1973
Settebello Misto, an unlucky prototype
Another prototype, realised in the first half of 1970s is Settebello "mixed": the head of a Settebello is mounted on the cylinder (increased) of the engine of a Corsaro. Also the chassis (duplex open cradle) is that of a Corsaro. This bike, extremely light weight, has an excellent acceleration but it is not too fast: for this reason it is not used much.
Also an increased capacity version of Settebello is manufactured (only few bikes) to compete in class 250. Angelo Bergamonti, a good racer, prepares a kit that drives his Settebello to 25 hp at 10,000 rpm and 170 kph.
3 1/2 Sport
The sports version of 350 is a wonderful bike that found many lovers: gritty beauty (shorter saddle and low handlebars) and extraordinary performance determined its success, not only in Italy. It is still one of the bikes collectors love most.
125 H - The Mythical Corsaro "retires"
It replaces Corsaro 125, but does not meet a good success. The biggest problem is excessive vibration Characteristics: -125 cc single cylinder (derived from 3 1/2 Twin, using only the front cylinder and closing the rear hole).
500 Five Gear and 500 GT
In this year was placed on market the "500 5 Marce", and was realized 500 GT version, with follow technical features : - 478 cc Twin - bore x stroke 69x64 mm - five speed gear (right hand control) - electronic starter - cylinder with cast iron barrel
250 T
The 250 T had little success: it had poor performance and excessive vibration, which make riding unpleasant.
Turbo engine prototype
Morini is always a step further its rivals: the results achieved by turbo charged engines in Formula One cars impress Lambertini and arouse his creativity. In 1979 he starts designing a new engine and two years later the prototype of 500 Turbo is displayed at Milan Show. It produces 84 hp at 8,300 rpm and has innovative characteristics. At the Show also the Japanese companies stare at it in amazement, but it will never go into production. .
500 five Gear Sport
In 1979 Morine produced Sport version of 500 with five gears.
1981
Enduro bike and Parigi Dakar adventure
With little changes, the 72° V-Twin is assembled also on enduro and custom bikes, market leaders in the '80s. Moto Morini does not officially take part to competitions any more, but Camel 500 (1981) is employed in many important races (including Paris-Dakar) and proves to be an excellent dirt bike. Another wonderful all-terrain vehicle is Kanguro 350 (1983): it is the 350 cc best seller of the period in Italy. KJ 125 (1985) meets instead no success.
500 Six-V. The most powerful Morini on the road
500 Sei-V (six speed) (1981-1985) This bike has a good success in Italy and on the international market. In Germany, thanks to the preparer Finch it obtains good results in minor competitions. A.T. (Touring) and A.S. (Sport) versions: • 478 cc Twin • bore x stroke 69x64 • compression ratio 11,2:1 • cylinder with cast iron barrel • six speed gear (left hand control in the last version) • three disc brakes • 46 hp at 7,500 rpm • maximum speed 170 km/h. In 1984 was realized a new version: • increased to 507 cc • bore x stroke 71x64 • cylinder with nickel silicon carbide plated liner (Gilardoni).
500 turbo. Morini innovation, one step too much forward
Displayed at Milan Show in November 1981. The aim was to design a light and agile bike with comparable performance to 750 cc. It was never produced for economic reasons (Moto Morini preferred investing on the Kanguro). Technical features: - 500 cc supercharged twin engine - 84 hp at 8,300 rpm - maximum speed over 200 km/h - air cooling - a radiator to lower oil temperature.
Camel: unbeatable in cross-country
This enduro bike was excellent for all-terrain competitions, while it did not sell too well. Moto Morini does not compete officially (this would mean excessive costs), but Camel still have good results, thanks to excellent preparers. In particular, Valentini from Prato wins the International Six Days of Isle of Elba and takes part to various Paris-Dakar editions. Camel are still nowadays very competitive Twin bikes in cross country. Camel 500 (1981) • at first 478 cc • then 507 cc (bore x stroke 71x64 mm) • 42 hp at 7,400 rpm • compression ratio 11.2:1 Camel 501 XE (1985) New design (inspired to Japanese bikes), disk brakes and single damper suspension.
Kanguro
It's the best seller of the period among 350s. This confirms the excellent technical and aesthetic quality of Morini products. Was realized three versions: -Kanguro 350 -Kanguro XE (1985) -KJ 125 (1985): single cylinder, it has not great success.
Moto Morini Custom
In 1986 Moto Morini releases Excalibur, its first custom bike. It is produced in two classical capacities, 350 and 501 cc, and is so beautiful that it attracts Harley-Davidson's attention: Morini's V-Twin would have been a good engine for a new version of Duo Glide, but the American company has serious economic troubles at the moment and all the plans vanish.
Passage to Cagiva group
1980s are difficult years for Morini works owners and managers, because of heavy confrontation with Trade Unions. Furthermore, bikes are not sold so well as they were before. On February 18th 1987, all the Italian newspapers report that Gabriella Morini sold the brand Moto Morini to Claudio and Gianfranco Castiglioni, the owners of Cagiva-Ducati group. The Castiglioni brothers say they want to "make the most of a prestigious brand name with a great sport tradition". In reality, the group will never consider much worthy the production of new Morinis. Franco Lambertini has already designed and realized the prototype of a new Twin engine with absolutely innovative solutions (60° longitudinal V-Twin, four valves heads, over head single cam driven by silent chain, water cooling, contro rotating anti-vibrating shaft, car-derived carb, plans of inserting electronic injection in the future). The engine (of 350, 500 and 750 cc) could repeat the success of the old V-Twin, but Cagiva says it is not interested in it, claiming it has already got a good Twin engine. Morini's production from 1987 on is very restricted. In 1988 Dart 350 is released: it's nothing else than a Cagiva Freccia 125 (same chassis, same fairing, same rings) in a different colour and with the classical Morini V-Twin with pushrods and rockers. Maybe it is not seen as a real Morini and does not sell too well.
Dart. Just half Moto Morini.
It's the poor outcome of Cagiva taking-over. It puts together the V-Twin Morini engine and the Cagiva Freccia chassis. Commercially, it had not great success.
1989
Moto Morini brand decline
In 1989 Franco Lambertini leaves the firm and goes to Piaggio-Gilera. In the same year the last two models are released: the enduro Coguaro and the custom New York (both 350 and 500 cc). Both have excellent technical characteristics and beauty, but decline is unavoidable for Moto Morini. The factory in via Bergami, Bologna, is firstly transformed in an engineering department and then closed because it is considered too expensive. The last Morinis, Excalibur, are assembled in 1993 at Agostini works. In 1996 Moto Morini brand name, together with Ducati, is sold to Ducati Motor Holding, a society which is controlled by the American TPG (Texas Pacific Group). Actually, nothing changes: producing new Morinis is not a plan of Ducati.
Coguaro. the last Morini enduro.
It's the last enduro bike produced by Morini, an evolution of XE. The design is wonderful and the technical features are excellent, but it is produced in an unlucky period: shortly after the passage of Moto Morini brand to Cagiva group. The brand Morini is not much considered and the bike cannot have the success it would deserve.
New York. A beautiful bike that come too late
It's the second (and last) Moto Morini custom bike. Unfortunately, when it was released the situation was already critical: it is a wonderful bike and has good performance, but cannot show all its qualities. It would have deserved much more.
Family return
In the April of 1999, finally, the brand comes back to its family: Morini Franco Motori spa, a company founded by Alfonso Morini's nephew in 1954 and specialized in two and four stroke engines for motorcycles and moped, buys the brand name. The aim of these Internet pages is to raise attention to a piece of Italian history and society, as Moto Morini is. We'd like to tell everyone that Moto Morini is alive.
Alfio Sorgato on Moto Morini, triumphs at the Motogiro 2001
Moto Morini's continue winning races at years of distance from their golden epoch. In competitions reserved to vintage bikes Morini's still are the fastest and most reliable bikes on the road. The "Motogiro d'Italia", a classic long-distance race that found many fans in the '50s was held again this year. And once again, Moto Morini's showed their value. The competition, organized by Dream Engine, was held from 5th to 10th June on the same roads in the north and center of Italy that saw the bikes running in the '50s (then, in 1957, all motorcycle competitions on the road were banned in Italy because too dangerous). The competition of 2001 was reserved to the same bikes, those produced before 1957: a 1500 km run with 90 riders, some coming from abroad, on historical bikes. Moto Morini was the real protagonist, maintaining the lead of the race from the first to the last day. Massimo D'Alessio on a wonderful 175 GT of 1957 leaded for the first three days (Bologna-Chioggia, Chioggia-Rimini and Rimini-Rimini). Then, in the hardest day (more than 300 km, from Rimini to terni, with a lot of mountain road) Alfio Sorgato, on another Moto Morini, a 175 Super Sport of 1956 came first and wore the shirt with the three colours of the Italian flag. Sorgato is able to maintain the first position also in the following days (Terni-Arezzo and Arezzo-Bologna) and so wins the final rank. His prize: a Ducati M600 Special Version "Motogiro" (unique), given by the main sponsor of the event, Ducati.
The eagle flies again
Bologna Motor Show, 4 December 2003: At a packed press conference takes place the presentation of Moto Morini SpA, proprietary company of the marque. 50% of the stake is held by the Morini family through the company Franco Morini Motori, and 50% by the Berti family, Bologna industrialists and former proprietors of the Sinudyne trademark (consumer electronic products). The new company establishes its base in Casalecchio di Reno in a building adjacent to the Morini Franco Motori factory. It is the dawn of a new adventure, which will lead to the launch in July 2005 of the Corsaro 1200, the first Moto Morini of the new generation.
Moto Morini is 100% Morini
In March 2007, the Morini family buys out the shares of the Berti brothers and through Morini Franco Motori, gains control of the entire share capital. Concurrently, Morini Franco Motori changes its name into Moto Morini SpA, giving rise to a single industrial enterprise, owner of the brand and factory headquarters, entirely controlled by the Morini family.