Moto Morini Sport And 350
MOTO MORINI SPORT AND 350
A Refreshing Departure From The Norm.
Cycle World Road Test
IN THIS GOLDEN age of sameness, it's refreshing to come across something with a degree of individuality...a little distinctness, whether it be a house, an art object, an automobile or a motorcycle. It doesn't happen that often, so when it does, people are apt to be both curious and skeptical. Your mind tells you to beware of something out of the realm of normality. The
atypical may be wrong or bad. In the case of the new Moto Morini 350 V-Twins, however, nothing could be further from the truth.
One ride on either of the two machines (Morini 350 or 350 Sport), is enough to convince even the most wary of observers. While both share many of the same components, differences are more than cosmetic, and each will make different types of owners happy. A rider who is looking for a means of transportation and who is into the commuter aspect of motorcycling, will be interested in the standard Morini 3LL It offers the basic comforts of a conventional motorcycle (normal seating position, etc.), a non-demanding powerband for chugging around town in traffic and operational economy.
The sporting rider isn’t forgotten, either, and hence, the Mauni “Sport” 3is available. Styling is racier, clip-on bars a^Ffeatured, as well as a solo seat and many of the goodies that will keep the cafe racer types happy.
Both models are styled in a pleasing manner, but the thing that really sets them off and lets them stand out in the crowd is the engine design. Since Ducati V-Twins are as rare as an honest man in the White House, the only V’s most people see are in the form of a Harley-Davidson. But all the Harley
V-Twins are for the big bore crowd, as are the “Ducks”—until the Morini that is.
Here definitely is a new approach to “mid-size” motorcycles, but unfortunately their numbers will be limited. This is because Morini is a fairly small manufacturing concern in Bolonga, Italy, producing goodly numbers of mopeds for the Italian market and various small bore machines up to 125cc. A few years back development work was started on the 350s you see here; they were ready for production late in 1973.
Only small numbers of the Vs have reached these shores to date, though many more could be sold. The reason is the seemingly everlasting Italian labor problem; too many strikes and not enough production when they are working. Unfortunate, but still a fact of life. The U.S. Distributor, Herdan Corp. in Reading, Pa., is working on getting all the machines they can, because the demand for the slick little bike is high, in spite of a healthy price tag.
Each Morini V-Twin engine unit is assembled by one man and one man alone. He starts with the pressed together crankshaft assembly and goes from there. When the engine is complete it is sent along the production “line” to a man who installs them in the chassis; not exactly a high-production operation maybe, but the exacting standards of quality and workmanship show in the finished product.
If you were to view the 72-degree V-Twin engine from the top, you would notice that the cylinders are offset somewhat, 50mm to be exact. The camshaft sits directly in the center of the “V,” and is driven by a flat, toothed Gilmer belt, similar to what is found driving the superchargers on dragsters or drag boats.
Short pushrods open and close the valves, which are parallel with the flat surface of the combustion side of the aluminum cylinder head.
This is a curious arrangement, but it apparently works well. Morini explains the operation as “high turbulence” intake and exhaust porting; the flat top piston is relieved a great degree for necessary valve clearance. Compression ratio in the standard version is 10:1, the Sport model’s only engine change is an increase of the compression to 11:1. Otherwise the engines are identical.
Externally, the power unit is an eye-catcher, not only because of the “V” design, but because of the interesting shapes and polish on the sidecases. Add to this an interesting array of finning, carburetors facing in opposite directions and unconventional exhaust pipe routing, and you have a unit that looks as though it was built for a moon landing. Anyone who appreciates unusual mechanical design can’t help but admire such an engine.
Another plus is the fact that the robust gearbox, designed to handle a 500cc engine, is a smooth-shifting six-speed, offering the right ratio for just about every situation. Presently the shift lever is located on the right, but after the first of January 1975, Morini will feature left-side operation, to satisfy government requirements in the U.S. Primary kick starting is not featured, and the kickstart lever is located awkwardly on the left. There is talk that an electric start model is in store for the future, but probably too far off to worry about at present.
Actually, starting is not the least bit difficult; reach down near the left sidecover, below the seat, to find the ignition switch (poor location), check to see that the machine is in neutral, turn the switch to “on” (that funny noise you heard was the electric fuel tap opening up), and pull up the two enrichening devices on the 25mm Dell’Orto carbs. A red indicator light will let you know that the ignition is on, so go ahead and kick it through. Most of our test riders have a rough time kicking with their left leg, so for us it was more convenient to get off the machine and kick with our right leg, but the Morini didn’t seem to mind which leg we used; it started quickly every time. >
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$1595
350 AND SPORT
MOTO MORINI 350
MOTO MORINI 350 SPORT
A short warm-up is required; then you can flip the choke devices to the normal position and ride away.
The sound sensation produced makes you think, “Moto Guzzi.” But the machine is much too small to be a Guzzi, and the gearbox much too smooth. The engine pulls from way down low, unlike a 350 Yamaha, and keeps churning right past nine grand on the tach. Vibration is minimal at all normal speeds and the Morini hits you as being just plain comfortable. Almost everything fits a normal-sized person... pegs, bars and foot controls. Even the Sport version allows a nice seating position, although more than one rider complained that the pegs were too far forward in relation to the clip-on bars.
Suspension on both machines is supplied by Marzocchi and, understandably, units fitted to the Sport model are a few degrees stiffer. Cushioning could have been better over the annoying “cracks” on cement pavement, but overall they worked admirably. The Morinis are suspended with the performance rider in mind, part of the Italian heritage.
More of that heritage shines through when it’s time to smoke it through a few tight ones. There is no wiggle, no wobble, just smooth, rock steadiness right to the time you drag the pegs. If a rider really wants to make tracks around the bends, the Morini responds extremely well to the hang-off style of riding popularized by the likes of Paul Smart and Ken Roberts. And the chassis isn’t confused when the rider heads through a series of switchbacks, and flops the machine quickly from left to right or right to left. This one is a handler, in standard or Sport trim.
A double cradle, strongly-braced and gusseted frame is shared by both models, but $200 extra for the Sport gets you
more than prestige. The fuel tank is more smoothly styled and blends into a custom, racing style solo seat; finish is in red and black rather than blue and white. Clip-on handlebars replace the standard set and a beautifully machined upper triple clamp grasps the fork tubes. A hydraulic steering damper is included, as well as a set of those beautiful Borrani aluminum rims. For added braking security, the cafe version utilizes a twin-trailing/twin-leading-shoe brake at the front, and it works like a charm.
Instrumentation would be passable, we suppose, if the speedometer read in miles per hour, which it doesn’t. And trying to explain to Officer Wonderful that the only reason you were speeding was because you couldn’t compute kilometers per hour into miles per hour, probably would aggravate him all the more. Idiot lights are arranged in a more useful manner on the Sport version, but lacking on both models is a warning light for the turn indicators. Generally these are the weakest areas on the machines. The Italian switches are unhandy and confusing to operate, and if they were any^her way we’d be surprised.
Though not of Japanese quality, the wiring layout is fairly decent and easy to troubleshoot. The control switches are the area in which our complaints lie. Very poor.
Night lighting is more than ample, since the headlight is a quartz unit that throws quite a beam down the highway. The taillight is large enough to be seen at night from the rear, yet not so huge that it gets in your way when climbing on and off the machine. And as far as horns go, the Morini’s can be heard!
Either Morini should be fairly simple to maintain. Access to pertinent items is simple enough; twist knobs release both side covers and seat so the rider can get to electrical goodies and the tool tray containing a simple toolkit. The double-canister air filter element is placed in a rather novel position under the fuel tank, but this makes it a little hard to get to for servicing. Fortunately, the filter on a street machine stays clean for many miles. A handy dipstick makes checking the oil level a snap.
Center and sidestands are tucked well out of the way, but the sidestand is hard to reach with your toe when sit^^ on the machine. In contrast, the centerstand is one of the^rciest to use we’ve ever tried.
Naturally, anyone laying out $1600 to $1800 for a 350cc motorcycle has a few decisions to mull over in his mind. The first is, “What will the same amount of money get me in another brand?”
Well, that kind of money can buy a well-kept big-bore machine at a used-bike lot—something like a 750 Honda. It’ll also purchase a new machine from several manufacturers in the 500cc displacement category, including a 550 Honda Four. Most 350s we know of go for a lot less than the Morini, so a potential buyer has plenty to think about.
The biggest appeal item the Morini has in its favor is, of course, handling capabilities. This is one of those European machines that wind and twist and bend and snake without blinking an eye; only a few riders are capable of using the Morini to its potential and only a few will be interested enough to try. The Morini is truly an enthusiast’s machine. An everyday motorcyclist not interested in the finer points of two-wheeled travel should continue along with his^^vowheeled Chevrolet...it would be a shame to waste a Morini on him, since, at this point in time, there just aren’t enough to go around.
