At the recent AIMExpo powersports show in Las Vegas, Italian motorcycle brand Moto Morini announced the release of a new cruiser: the 2024 Moto Morini Calibro. Also unveiled by the company at the expo were 2025 Moto Morini X-Cape 1200 adventure bike and the 2025 Corsaro 750 and Corsaro Sport sportbikes.
The Moto Morini Calibro, which will also be available in an all-black bagger version with hard saddlebags, front fairing, and a windscreen, is powered by the same 649cc parallel-Twin with DOHC and 4 valves per cylinder as the Moto Morini Seiemmezzo SCR scrambler and STR roadster. When we tested those two bikes in foothills of the Italian Alps, our reviewer said the engine “feels refined and accessible, with a linear build of power and torque from 3,000 rpm all the way to the hard-action 10,500-rpm limiter.”
Moto Morini says the engine has been revised for the cruiser to “transmit pleasurable driving pulsations while ensuring smooth running.” The Calibro also has a belt final drive, as opposed to the chain final drive on the Seiemmezzos.
Stopping power comes from a 2-piston front caliper biting a 320mm disc and a 1-piston rear caliper with a 255mm disc, and Bosch ABS is standard. A 41mm fork provides 5.5 inches of travel, while preload-adjustable dual shocks give a vintage look and offer 4.3 inches of travel.
The Moto Morini Calibro has adjustable footpegs, either forward for a more relaxed seating position or back for a sportier ride. The seat height is 28.3 inches, and the pillion can be removed and replaced with an accessory rear shell that follows the fender line.
The bike has a 58.7-inch wheelbase and rides on aluminum spoked tubeless wheels, 18 inches in the front and 17 inches in back. It has an approximately 4-gallon tank and a dry weight of 441 lb.
Pricing for the 2024 Moto Morini Calibro has not yet been announced.
The new 2025 Moto Morini Corsaro 750 naked and fully faired Corsaro Sport were announced for the U.S. market at the 2024 AIMExpo show in Las Vegas. The brand says these new models are a reinterpretation of Moto Morini’s historic Corsaro, “embodying its past values while expressing defining elements of Moto Morini’s future.”
These two new models by the Italian brand appear to be mostly the same, though there are a few differences. They share the same engine, frame, braking components, and suspension, but the Sport gets a wider rear tire, clip-ons, a taller seat, and more bodywork compared to the Corsaro 750.
Both models are powered by a new 749cc 90-degree V-Twin with a claimed power output of 96 hp and a bore and stroke of 90mm and 58.9mm, respectively. Moto Morini claims a top speed of 130 mph. Highlights of the engine include a dry sump and counter-rotating crankshaft.
Brembo brake components include dual 320mm front discs paired with 4-piston monoblock calipers and a 220mm rear disc with a 1-piston caliper, and ABS is standard. The inverted fork is fully adjustable, and these bikes feature a progressive link shock in the rear.
The frame for the Moto Morini Corsaro 750 and Corsaro Sport is made of both aluminum and steel with an aluminum swingarm. The wheelbase is 57.6 inches, and the claimed curb weight is 441 lb. The Corsaro 750 has a seat height of 32.3 inches, while the fully faired version gets a taller seat of 33.1 inches.
Both models feature 17-inch aluminum wheels. The rear tire of the Corsaro Sport is wider at 190mm compared to the Corsaro 750’s 180mm.
Pricing for the 2025 Moto Morini Corsaro 750 and Corsaro Sport has not yet been announced.
Moto Morini, the Italian motorcycle brand purchased in 2018 by Zhongneng Vehicle Group, just unveiled its 2025 Moto Morini X-Cape 1200 adventure bike at the 2024 AIMExpo in Las Vegas. The company says it is going for a balance between performance, agility, power, comfort, and the Italian style that is a central thread that inspired the designers at Moto Morini.
The Moto Morini X-Cape 1200 is powered by the new 1,187cc V2 Corsa Corta EVO engine, an 87-degree V-Twin designed and engineered in Italy and making a claimed 122 hp. The bike is equipped with rider assistance features such as cruise control, a quickshifter, traction control, and blind-spot radar, as well as four different ride modes.
Stopping power is provided by Brembo monoblock front calipers and dual 320mm discs, with a fixed caliper for the 280mm rear disc. The bike features cornering ABS that can be disabled for experienced riders who wish to aggressively tackle unpaved roads. A fully adjustable fork and progressive link shock provide 6.7 inches of travel in the front and 6.3 inches in the back.
The Moto Morini X-Cape 1200 has a tubular trellis frame. The seat height is 33.8 inches, and the company says the ergonomics of the seat have been designed to allow an active and comfortable setup for riders. Additionally, the design of the bodywork directs hot air away from the rider for improved comfort and prolonged saddle time.
The spoked, tubeless wheels (3.5×19-inch front, 5.0×17-inch rear) are shod with Pirelli Scorpion Trail tires. Tire pressure monitoring is standard.
The bike has full LED lighting and a 7-inch TFT screen that includes an integrated navigation system.
An aluminum luggage rack is included as standard equipment, and accessories will include luggage with integrated attachments.
Pricing for the 2025 Moto Morini X-Cape 1200 has not yet been announced.
The 2023 Moto Morini Seiemmezzo SCR (scrambler, shown above) and STR (street) are two versions of the 649cc Twin. (Photos by Mattia Negrini)
In 2022, Italian trophy brand Moto Morini made a successful start on its journey along the comeback trail after its acquisition by Chinese manufacturer Zhongneng Vehicle Group in October 2018. Its first new model to reach the marketplace under the new ownership, the parallel-Twin X-Cape 650 adventure bike, has been in production since 2021.
Whereas the Moto Morini Seiemmezzo SCR has spoked wheels and Pirelli MT60RS semi-knobby tires, the STR has cast wheels with Pirelli Angel GT sport-touring tires.
The X-Cape has been joined by two new models based on the same platform: the Seiemmezzo SCR (Scrambler) and STR (Street). Their shared Italian moniker means “6½” (engine displacement is 649cc), a passing tribute to the iconic 3½ V-Twin model that put Morini on the map in the 1970s, with 85,000 examples sold in a decade.
In the U.S., color options for the Moto Morini Seiemmezzo SCR are Cobalt Slate (shown on left), Platinum Black, and Boot Camp Green, while the SCR is available in Metallic Red (shown on right), Anthracite Smoke, and Vivid White.
The motorcycles are designed at the Moto Morini headquarters outside Milan in Trivolzio, Italy, and they are built at the Zhongneng factory in Taizhou, China. With MSRPs of $7,799 for the SCR and $7,499 for the STR, the Seiemmezzo duo are competitively priced. They are more expensive than the CFMOTO 650NK ($6,499), on par with the Kawasaki Z650 ($7,749), and less expensive than the Moto Guzzi V7 Stone ($9,109) and Honda CB650R ($9,399).
Both Seiemmezzo models are powered by a 649cc parallel-Twin.
Made by CFMOTO, claimed output is 61 hp and 40 lb-ft of torque.
Like the X-Cape, these two new models are powered by the well-established liquid-cooled 649cc parallel-Twin with DOHC and 4 valves per cylinder that is produced by Zhongneng’s near-neighbor, CFMOTO (their factories are just 25 miles apart). The engine, which makes a claimed 61 hp at 8,250 rpm and 39.8 lb-ft of torque at 7,000 rpm at the crank, has an 11.3:1 compression ratio, a 180-degree crankshaft, offset chain-driven camshaft, and a single gear-driven counterbalancer. In production since 2011, the engines have proven their reliability in CFMOTO’s roster of motorcycles.
The Moto Morini Seiemmezzo SCR (above) and STR share the same engine and chassis, with 18-inch front and 17-inch rear wheel sizes.
The chance to spend a sunny day riding the Seiemmezzo SCR and STR around the foothills of the Italian Alps allowed me to find out if they live up to the expectations aroused by that historic badge on the fuel tank. The engines share the same tuning, with Bosch fuel injection feeding twin 38mm throttle bodies, and both employ the same tubular steel open-cradle frame that uses the engine as a stressed member. On both bikes is a fully adjustable 43mm KYB inverted fork set at a 25-degree rake with 4.4 inches of trail and 4.4 inches of wheel travel, the same travel as the rear with a cast aluminum swingarm operating a KYB shock adjustable for spring preload and rebound damping.
In addition to its spoked wheels and semi-knobby tires, the Moto Morini Seiemmezzo SCR stands apart from its stablemate with a flyscreen, high-mount front and rear fenders, and a brown seat with ribbed cover material on the pilot portion.
Wheelbase is the same on both bikes at 56.1 inches, and that’s because both the SCR scrambler and STR roadster carry an 18-inch front wheel rather than the 17-incher you might expect on the STR. This means the seat height on both is the same at 32 inches, thanks to them also sharing a 17-inch rear wheel. Both bikes carry Pirelli tires, but the STR is shod with Angel GT rubber, while the SCR carries more semi-knobby tubeless MT-60RS tires on wire-spoked alloy rims.
Moto Morini Seiemmezzo SCR’s scrambler bona fides are mostly in terms of styling.
Both have the same brakes, with twin 298mm Chinese-made front discs gripped by 2-piston Brembo floating calipers and a 255mm rear disc with a 2-piston caliper. Bosch 9.1MB ABS is standard. Dry weight is claimed to be 441 lb, or probably around 480 lb ready to ride with its 4.2-gallon tank full.
Moto Morini Seiemmezzo SCR dash
Moto Morini Seiemmezzo STR dash
Standard equipment includes LED lighting, backlit switchgear, and a comprehensive 5-inch TFT dash with two different choices of layout, Bluetooth connectivity to a smartphone, and a tire-pressure monitoring system (readings are in kPa [kilopascal] units, which is commonly used throughout the world; Moto Morini USA is working on having the TPMS system changed to psi readings for future U.S. market bikes). The noticeably high level of build quality now seems to be on a par with anything made in Japan – fit and finish are excellent, from lustrous paint to classy-looking graphics to high-quality frame welding, and all this on motorcycles that offer good value for money. The first major service comes at 25,900 miles.
The Moto Morini Seiemmezzo STR is a light, agile machine.
Starting with the STR version, my first impression when I climbed aboard the well-padded seat is how substantial the bike seems to be – not in the sense that it’s cumbersome or bulky but simply that it has more of a presence about it than other bikes in this middleweight roadster category. The fuel tank is attractively shaped, allowing my knees to tuck into its flanks, in turn delivering a feeling of being part of the bike and inspiring confidence. Even shorter riders should be able to touch feet to the ground thanks to the seat which narrows at the stepover point.
Priced $300 less than the SCR, the Moto Morini Seiemmezzo STR (above) has more streamlined styling.
The tapered steel handlebar is nicely placed thanks to the 1.6-inch risers cast into the upper triple clamp, resulting in a slightly leaned forward but agreeable stance that’s ideal for a roadster like this. The attractive mirrors are free from vibration and give good rearward view. The distinctive running light around the rim of the circular headlamp resembles that found on modern Mini cars, and none the worse for that.
Thumb the starter, and both versions of the Seiemmezzo fire up instantly before settling to a 1,500-rpm idle speed. There’s a quite playful note from the 2-into-1 exhaust that strangely sounds more strident at lower revs than higher up the rpm scale. The 6-speed transmission features a Japanese-developed FCC oil-bath clutch, and the gearbox shift action is perfect – crisp and precise and impossible to fault even shifting up without the clutch. Clutch action is not particularly light but it’s easy to modulate. Combined with the super controllable throttle, walking-pace U-turns are surprisingly easy on a bike with a very tight steering lock. Indeed, both Seiemmezzos are agile motorcycles, without sacrificing any stability at higher speeds.
With an affordable price, modest weight, and a 32-inch seat height, the Moto Morini Seiemmezzo STR is ideal for new and/or budget-conscious riders.
The parallel-Twin engine in both Morini models feels refined and accessible, with a linear build of power and torque from 3,000 rpm all the way to the hard-action 10,500-rpm limiter. This has been characterized by some as lacking character, as if it’s more desirable to have steps in the power delivery rather than this smooth but eager response to what your right hand is doing, but for me this is a friendly yet enticing motor that gives a pleasurable ride. It makes either Seiemmezzo pleasant and practical in high-speed use on the open road, as well as untiring to ride.
Both Seiemmezzo models have an 18-inch front wheel with dual 298mm discs gripped by 2-piston Brembo calipers, and ABS is standard.
Thanks to the single gear-driven counterbalancer and the hefty weights in the ends of the handlebars, the engine is free of vibration at any revs. There are especially no tingles in the footrests or seat as you sometimes get at a constant cruising speed from comparable single-cylinder models or even some of the Seiemmezzo’s twin-cylinder rivals, although it does get mechanically noisy above 8,000 rpm. For this reason, I used that mark as my shift point and found myself in the fat part of the torque curve in each next gear. Lovely.
Both Seiemmezzo models also have a stylish, low-slung exhaust silencer finished in matte black.
Also novice-friendly – but certain to be appreciated by more experienced riders – is the Seiemmezzos’ responsive but well-mapped fueling. There’s no trace of an abrupt pickup from a closed throttle, just a smooth response that adds to the sense of controllability. With torque peaking at 7,000 rpm and spread widely enough throughout the powerband, there’s no point in revving it anywhere near redline.
The Seiemmezzo STR’s Pirelli Angel GT tires warmed up quickly on a cool morning, and within less than a mile of setting off, the Morini was ready for action. The wide handlebar gives good leverage for hustling the bike through turns, and it proves to be quite agile despite the conservative steering geometry. It steers very easily from side to side in a series of 3rd-gear turns, with completely neutral handling and confidence-inspiring control.
2023 Moto Morini Seiemmezzo STR
The footpegs are mounted quite low down, which adds to the sense of spaciousness in making this a bike that taller riders will also feel comfortable on. It’s possible to scrape the hero tabs on the pegs if you really set out to do so but only by adopting a lean angle that most of Moto Morini’s target customers will be unlikely to match.
Ride quality on the STR’s standard shock settings was quite hard, making ridges in the road surface very noticeable – more so than on the softer-sprung SCR version I rode immediately after, meaning this is presumably just a question of setup. But the front brakes were immediately good despite just 2-piston Brembo calipers being used up front to reduce speeds from what is not a featherweight motorcycle. I didn’t collapse the front end when I had to panic brake to avoid some escaped cows in the road on the other side of a blind bend, and braking hard on the angle didn’t see the Seiemmezzo sit upright and head for the hedges. Instead, it just shed speed, again indicating that this is a motorcycle that’s been developed by people who ride.
2023 Moto Morini Seiemmezzo SCR
Swapping over to the SCR also revealed what definitely felt like a loftier seat height despite the spec sheet claiming they’re the same. The taller, more pulled-back handlebar delivered a more upright riding stance, which paradoxically made this pseudo-off-roader a better city bike than the STR roadster to ride in traffic, allowing you to see over car roofs so as to plan a route and avoid snarl-ups. However, this and some distance covered on unsealed roads with loose gravel made me use the rear brake more than on the STR, and it started to whine and lose bite as I did so. Maybe a different choice of pads would have fixed this.
2023 Moto Morini Seiemmezzo SCR
I almost got bogged down getting too ambitious during my off-road jaunt when the hard stony surface turned muddy, and I had to turn round. That’s when I discovered the limitations of the MT60RS tires, which have only a nominally chunky tread pattern. I just got away with turning around in the mud without wheel-spinning my way to Sydney, Australia. Buy an X-Cape if you want to do serious off-roading on a 650 Morini.
2023 Moto Morini Seiemmezzo SCR
The SCR’s softer suspension settings were definitely comfier, without bottoming out anywhere nor affecting the grip level while cranked over on tarmac, so I’d definitely switch the STR’s rear shock setup to these if I was riding one for longer. Basically, this is a city bike that’ll be ideal for commuting, with green lane capability if desired – though I suppose you could fit a properly chunky set of Pirelli Scorpion rubber on it, and you’d be left with a respectable go-anywhere model if you didn’t like the X-Cape’s distinctive styling. Your call, but what Moto Morini has here is a trio of super well-priced models that cover just about every riding possibility.
Founded in Bologna in 1937 by Alfonso Morini, Moto Morini was formerly a small but prestigious family concern whose sporting flair brought it widespread respect as an underdog capable of defeating larger motorcycle manufacturers, leading to deserved commercial success.
The most famous Moto Morini racer was the bike widely recognized as the world’s ultimate 4-stroke racing Single – the 12,000-rpm 37-hp twin-cam 250cc Grand Prix contender on which Morini’s solitary works rider Tarquinio Provini came so close to winning the 250 GP World title in 1963, finishing two points behind Jim Redman’s 4-cylinder Honda.
Moto Morini engineer Dante Lambetini with his creation, the 250 GP racebike.
1963 Moto Morini 250 Bialbero GP (Photo courtesy Flickr)
By then, Morini had established a loyal following for its 125/175cc sporting Singles like the Rebello, Settebello, and Corsaro. Giacomo Agostini actually began his racing career on a Morini, attracting the attention of Count Agusta by winning the 1964 Italian 250cc title on one before switching to the far wealthier MV team. By the time he passed away in 1969, Alfonso Morini could be well-satisfied with a lifetime of two-wheeled achievement.
Moto Morini’s management was taken over after Alfonso’s death by his daughter, Gabriella, who wisely diversified the company’s model line in 1973 by introducing the family of bikes powered by the ultra-distinctive air-cooled Heron-headed 72-degree V-Twin high-cam pushrod engine developed by the firm’s new chief engineer, former Ferrari designer Franco Lambertini. Debuting in 350cc form with the 3½ Strada, with later 500cc V-Twin and spinoff 250cc single-cylinder variants, more than 85,000 of these groundbreaking motorcycles were built over the next two decades, gaining Moto Morini a loyal following around the world.
1959 Moto Morini 175 Sprint F3 Corsa (Photo courtesy El Caganer, CC BY 2.0, Wikimedia Commons)
This was the first volume production streetbike from any manufacturer to be fitted with electronic ignition, toothed-belt camshaft drive, a dry clutch, and a 6-speed gearbox. The Kanguro trail bike, which followed later, surfed the wave of popularity of dual-sports and was a hit in showrooms. But, although profitable, Moto Morini’s small production volume of around 10,000 bikes a year wasn’t capable of generating enough capital for the rising costs of developing a new range of bikes. After an abortive attempt in 1981 to produce an 84-hp turbo version of the 500cc V-Twin, Gabriella Morini sold the company to the Castiglioni brothers’ burgeoning Cagiva empire in 1987.
1983 Moto Morini 3 1/2 Sport (Photo courtesy Thesupermat, CC BY-SA 4.0, Wikimedia Commons)
The Castiglionis couldn’t resist the chance to acquire such a historic marque, especially when it came with such a fine piece of real estate as the Moto Morini factory located in what was then a prime Bologna residential suburb not far from the Ducati plant they already owned. They commissioned design guru Massimo Tamburini to produce a modern sportbike addition to the V-Twin Morini range, which duly arrived in 1988 as the full-enclosure Dart, closely modeled on the same designer’s Ducati 750 Paso and Cagiva Freccia 125.
Moto Morini Dart 350
But while Moto Morini’s Excalibur custom models continued to sell well, the Dart’s air-cooled pushrod engine was too archaic to appeal to the sportbike customer, and although Lambertini already had its successor up and running on the dyno in the form of a liquid-cooled fuel-injected 720cc 8-valve 67-degree V-Twin of advanced design, the rival Ducati faction in the Cagiva empire headed by Massimo Bordi ensured the Castiglionis’ development cash was directed toward its own 851cc desmoquattro V-Twin design. Starved of funds, the new Morini V-Twin motor never saw the light of day, Lambertini joined Piaggio to design scooters, the Morini factory was knocked down and redeveloped (netting a tidy profit for Cagiva, helping refuel Ducati’s revival), and Moto Morini production petered out in 1992.
American investment firm TPG’s acquisition of Ducati from Cagiva at the end of 1996 brought Moto Morini with it, leaving the Castiglionis to find a buyer for a marque they’d ended up owning by default. In 1999, a sale was concluded to Morini Franco Motor, founded in 1957 in the Bologna suburb of Casalecchio by Alfonso Morini’s nephew, Franco. Producing over 100,000 engines a year, mainly for scooters, MFM also manufactured Benelli’s range of 3-cylinder motors, as well as the Bimota 500cc Vdue 2-stroke engine.
In 2003, a joint venture to relaunch the Moto Morini marque was formed between MFM and the three locally based Berti brothers, keen motorcyclists as well as successful industrialists. The Bertis acquired 50% of the new company, with MFM boss Maurizio Morini bringing the Moto Morini brand to the table. The marque’s former chief engineer, Franco Lambertini, had already joined MFM from Piaggio in 1997 and quickly developed the all-new 1,187cc 87-degree V-Twin CorsaCorta engine powering the Corsaro 1200, the reborn marque’s first model. The Corsaro and its later 9½ Granpasso and Scrambler sibling models established a well-earned reputation for muscular performance and mechanical reliability, which saw the Corsaro win successive Naked Bike magazine shootouts against its 2- and 3-cylinder competition.
Having reestablished the Moto Morini marque with a sound product and solid corporate structure, the Berti brothers accepted Maurizio Morini’s offer to cash in their share of the business in January 2007, transferring their half of the partnership to him and exiting the motorcycle industry. Moto Morini was back in the hands of the family that founded it – just in time for its future to be threatened by the Great Recession. The company went into voluntary liquidation in September 2009 and was sold by the liquidator in 2011 to two Milan-based entrepreneurs, investor Ruggeromassimo Jannuzzelli and banker Sandro Capotosti. Production restarted in April 2012 in a new, much smaller factory south of Milan, with the debut of a new model, the Rebello 1200 Giubileo, to celebrate Moto Morini’s 75th birthday.
2017 Moto Morini Milano (Photo courtesy Ebrugnoli, public domain, Wikimedia Commons)
Moto Morini had manufactured 4,000 bikes during its five years of existence after being relaunched at the end of 2004 up to its closure in 2010, with a maximum of 1,600 bikes produced in any one year. In 2016, Jannuzzelli took 100% control of the company and continued to invest in new models while addressing the single biggest hurdle to Moto Morini’s future success: making potential customers aware of what many considered to be the best-kept secret in the motorcycling marketplace.
In October 2018, Jannuzzelli passed on that task to Mr. Chen Huaneng, owner of China’s Zhongneng company, a maker of scooters and small-capacity motorcycles. The X-Cape was the first new Moto Morini model to be developed under Zhongneng ownership and has now been followed by its Seiemmezzo twin sisters, the SCR and STR.
In January, Moto Morini, the Italian motorcycle brand founded in 1937, announced its entrance into the U.S. market, broadening its global presence, which already included operations in Italy, India, and Asia. At that point, the company didn’t specify which motorcycles would be introduced in the U.S. market, but on July 12, it announced the release of its 2023 Seiemmezzo STR naked street bike.
Moto Morini calls the Seiemmezzo STR “an exceptional blend of style, comfort, and premium features found on more expensive machines.” The STR is powered by a liquid-cooled 649cc inline-Twin with DOHC and 8 valves per cylinder making a claimed 61 hp at 8,250 rpm and 39.8 lb-ft of torque at 7,000 rpm.
The Seiemmezzo STR has fully adjustable KYB suspension, with a 43mm inverted fork offering 4.7 inches of travel and a rear monoshock, also providing 4.7 inches of travel. Braking comes from 2-piston floating calipers biting 298mm discs up front and a single 2-piston caliper grabbing a 255mm disc in the rear. Bosch ABS is standard. The bike has a steel trellis frame and an aluminum swingarm and rides on tubeless light alloy wheels (18-inch front, 17-inch rear wheels) with TPMS and wrapped in Pirelli Angel GT tires. It has an approximately 32-inch seat height, 4.2-gal. tank, and comes in with a dry weight of 441 lb.
2023 Moto Morini Seiemmezzo STR in Vivid White
The Seiemmezzo STR features a 5-inch color TFT screen with Bluetooth connectivity, full LED lighting, and backlit handlebar controls, and it is available in Metallic Red, Vivid White, and Anthracite Smoke starting at $7,499.
2023 Moto Morini Seiemmezzo STR in Metallic Red
“We are excited to bring the Moto Morini brand to the United States” says Chris McGee, COO. “The STR is just one example that reflects the Moto Morini mantra of delivering performance, quality, and exceptional craftsmanship. It’s a great looking machine that’s super fun to ride.”
2023 Moto Morini Seiemmezzo STR in Anthracite Smoke
In addition to the STR, Moto Morini is also offering the Seiemmezzo SCR Scrambler model and the X-Cape Adventouring model. Each features the same 649cc engine as the STR.
The Italian motorcycle brand Moto Morini recently announce the company’s entrance into the American market. The addition of the United States increases Moto Morini’s global presence, which already included operations in Italy, India, and Asia.
Founded in 1937 by motorcycle designer Alfonso Morini, Moto Morini has its European headquarters in Milan. Facing various struggles in the 1980s, the company was first sold in 1987 and changed hands numerous times in the subsequent years before most recently being purchased in 2018 by the Zhongneng Vehicle Group.
According to a press release from Moto Morini, the company “brings decades of master craftsmanship, exceptional Italian design, premium quality and unparalleled performance to the United States with a portfolio of motorcycles to meet and exceed the demands of today’s riders on and off the road.”
Although the press release didn’t specify which motorcycles would be introduced in the U.S. market, a search of the NHTSA manufacturer information database shows two model VINs that would indicate 650cc and 750cc engines. The former would match the current offerings from Moto Morini: the X-Cape adventure motorcycle and the naked Seiemmezzo STR and SCR, all of which have a liquid-cooled 649cc inline-Twin making a claimed 61 hp at 8,250 rpm and 40 lb-ft of torque at 7,000 rpm and which is said to be derived from an engine of the same configuration manufactured by CFMOTO.
The X-Cape has a 19-inch front wheel shod with Pirelli Scorpion Rally STR tires, 50mm adjustable Marzocci fork, Brembo brakes (dual discs in the front, single in the rear), and switchable ABS. Seat height is adjustable between 32.3 inches and 33 inches, and the bike has an windscreen that is adjustable with one hand. It has a 4.75-gal fuel tank and dry weight of 470 lb.
Moto Morini X-Cape in Red Passion
Moto Morini X-Cape in Smoky Anthracite
The Seiemmezzo has 18-inch and 17-inch front/rear wheels, also with Pirelli tires (MT60RS on the SCR and Angel GT on the STR), Brembo brakes with ABS, fully adjustable Kayaba suspension, a 31.9-inch seat height, 4.2-gal fuel tank, and dry weight of approximately 441 lb.
Moto Morini Seiemmezzo STR in Smoky Anthracite
Moto Morini Seiemmezzo SCR in Navy Green
The new Moto Morini American headquarters in Irvine, California, is in the heart of the U.S. motorcycle industry and will service dealers nationwide. Moto Morini is now accepting new dealer application and hiring sales management, dealer development, and product support personnel. Please email [email protected] for more information.
