GoogleCustom Search

2007 Moto Morini Corsaro 1200

2007 Ranges | 2006 Ranges | 2005 Ranges | 2004 Ranges
2007 Moto Morini Corsaro 1200 2007 Moto Morini Corsaro 1200

Exactly 18 months from the December 2003 announcement of the rebirth of the Moto Morini brand, the bike manufacturer is living up to its promise and bringing out the Corsaro 1200, the motorcycle that will open a new chapter in Moto Morini's history. In the best tradition, the new bike is fruit of an evolved, and in many ways innovative, engineering project, but moreover it is the result of a manufacturing and marketing strategy that has received intense study. Over these past 18 months, in addition to designing, testing and putting into production the first Corsaro, company management has striven to define an unfailing system of production and a distribution policy attentive to the needs of dealers and consumers and that will ensure solid base for the re-establishment of the brand.

Corsaro 1200: a true Moto Morini.

The Corsaro 1200 -- a consummate Italian bike -- is the first motorcycle of a range that Moto Morini management is betting on for the brand's rebirth. The Bialbero CorsaCorta engine is designed by Franco Lambertini, one of the most highly experienced engineers in twin-cylinder engines. The bike's design has been the domain of Marabese Design, and the 100% Italian componentry is top-notch. Corsaro 1200 is one of the first naked bikes to obtain Euro 3 homologation, an extra feature that required major efforts to preserve the product's performance and aesthetic features.

Why a nude bike?

The Corsaro project took shape in 2003 and two years down the road, we can state with conviction that placing our bets on a large-displacement nude road bike was the right choice. This has been confirmed by growth trends in the segment in Italy and abroad and forecasts for development over the next few years. First and foremost, the decision taken by the Moto Morini management was the result of an attentive analysis of the market and its foreseeable prospects. But another, hardly secondary, motivation was the desire to maintain continuity with the history of the Moto Morini marque. The motorcycles that made this marque so memorable from the years spanning 1936 to 1994 have a very specific identity: they are nude bikes, with mechanics exposed and perfectly integrated in a harmonious design and classic graphics. Being measured according to these concepts today and knowing how to give them a modern interpretation is the challenge of the Corsaro 1200 project.

Lay out

Behind the Corsaro is a project for a sport bike that is easy to ride. The layout was studied and designed to house the slim, 87 longitudinal V twin-cylinder engine, a compact engine that facilitated the design of a motorcycle with a short wheelbase of 1440 mm and with a distribution of weights with 51% on the front. Intensive experimentation was reserved for establishing the ideal centre of gravity to achieve the maximum handling in combined terrain and the best stability at the highest speeds. Attaining this ambitious goal was significantly aided by the shape and size of the aluminium cast swing arm and progressive linkage.

The design

The design of the Corsaro has been overseen by Marabese Design with whom Moto Morini has established a joint collaboration which envisions the development a whole range. The motorcycle exudes a sport style. The trestle frame composed of variable sized tubing has a compactness and conceals nothing of the Bialbero CorsaCorta engine, perfectly epitomising the concept of a nude bike. A perfect balance of curves and tensions characterise the superstructures; the headlight fairing, tank, seat and tail display synchronous lines that reveal Italian aesthetics in all their refinement. The original and dynamic headlight fairing leaves the double- lamp headlight in full view. Focus was also placed on tank, whose form recalls the opening of the wings of an eagle. It is contoured to achieve optimum ergonomics and to allow for the two-tone paint finish in the best Morini tradition. The seat and tail echo these lines in the profile of the air scoops. Of particular impact is the swing arm cast in aluminium alloy featuring original, enveloping forms, which supports the rear progressive suspension. The exhaust system is clearly sophisticated and complies with Euro 3 pollution standards. The original design of exhaust piping has been designed with 70-mm diameter tubes, with the catalytic converter intentionally in view and with two spectacular biconical-shaped silencers under the seat. Welding points on the whole exhaust system are clearly visible to accentuate the whole character of an object that seeks to stand out.

The Corsacorta 1200 cc Bialbero Twin-Cylinder Engine

The lay out of the engine is strongly characterised by the V layout of the cylinders and by the timing system which, conceptually speaking, are reminders of the family of the 3 1/2, but especially by the innovation of the integral casing.

To reduce the height of the engine as much as possible, the cylinder heads were lowered to the degree that the exhaust has been positioned tangent to the rear connecting point of the engine. The 4-valve DOHC layout echoes in part the philosophy of the 250 bialbero of the 1963 GP, while having an angle between the valves that is decidedly more modern. All this could have been achieved with a casing cut parallel to the ground, but the position where the sprocket came out of the chain would have been very low and too distant from the centre of the shaft, resulting in a less than optimum placement of the engine. The casing cut vertically, instead, allows an excellent positioning of the sprocket without the heads having to be lowered.

The integral casing

The solution of the integral casing allows the sprocket of the chain to be higher and closer to the engine axis, with the cylinder heads lower and layout of the V angle at 87. The size of the engine has become extremely compact, contributing to an optimisation of the vehicle's geom-etry. The innovation of the integral casing offers different advantages with respect to traditional solutions: the stiffness of the assembly is such to permit to the engine to be load bearing, i.e., to greatly simplify the layout of the chassis; the simplicity of assembly and disassembly to access the engine both during production and when bike is serviced: for example, the lower part of the engine can be opened to get to the gearbox and engine shaft without disassembling the heads of the casing; and pistons and cylinders can be disassembled without opening the casing from special side entries; there is no need to match up the two semi-casings, typical of motorcycle engines. This greatly benefits production, service and cost of spare parts.

The head

The heads have 4 valves at a narrow angle (9.5 INT.& 12.5 EXH.); the timing is a DOHC; the intake pipes are vertical; the exhaust pipes are characterised by split pipe outlet; a single spark plug is at centre. The valves are FINT.43.5; FEXH. 35.7. The engine timing is Aint.20x58; Aexh54x20, and the valve return is operated by two springs per valve.


The engine has a 107 mm forged piston, the largest ever constructed for a motorcycle of this category. Its stroke is 66 mm. This decision has made it possible to make the engine more compact on top without excluding future development of this displacement.

The crankshaft

The shaft is built according to the classic "Scomposto" ("split") motorcycling technology. The great advantage is to use an integral connecting rod -- i.e., without bolts on the cap -- reflecting a philosophy that prioritises simplicity.

The gearbox

The gearbox is six speed with quick coupling. Conceptually it is comparable to the first standard gearbox with six speeds of the legendary 3 1/2.


Thanks to the compactness of the engine in the upper section, it was possible to choose a wet casing lubrication, much simpler and more practical for the layout of the vehicle as compared to a dry casing lubrication. The pump is with lobes and is gear-commanded; the bypass valve is positioned under the filter to avoid clogging.

The cooling

The circuit carries out internal passages of the coolant to the engine, while the pump, which delivers 160 l/min is coaxial to the timing lay shaft.


The injection features an integrated system of injection/ignition supplied by Magneti Marelli, the throttle bodies are diam.54 with single-jet injector.

Future developments

The developments on the slate for this family of bikes regard both the displacement and vehicle typology. The engine that will be mounted on the 9 1/2 model repeats the F 107 bore with the 55.5 stroke and split crankshaft. By the time development is concluded we should attain rotation speeds for sport versions of 12,000 rpm for the 1200 cc and 14,000 rpm for the 1000 cc.

Time and quality

The time taken for engineering, development and setting up a manufacturing plan amounted to less than two years, with the engine reaching the test bench in late February 2004. One thing important to keep in mind were the challenges due to new features of engineering, such as the innovative integral casing, the load bearing structure, the 107 bore and relative thermodynamics, the "split" crankshaft, and the compliance with the Euro 3 pollution standards. Project verifications, the controls on the supplies and assembly, and the final tests make this engine a product worthy of the highest standards.

The Chassis


Essence of the chassis is the trestle frame in high-strength steel tubing from Verlicchi designed exclusively for Moto Morini. The structure is extremely solid and combines all the stiffness required to harness the power of the engine with a reduced weight and a muscular look characterised by the main tubing with a 35 mm diameter.

The measurements regarding to wheelbase, headstock rake, and trail are highly compact, especially considering that this is a motorcycle with a 1200cc nucleus. Thanks to the harmony achieved in fine-tuning the various components, the result of this alchemy is immediately perceptible as the first few metres of road; the weight, already reduced to just 198 kg magically disappears in movement and the deftness in cornering never gives rise to instability, not even at the highest speeds.

The swing arm and the suspension

The function of the frame is aided by top-notch suspensions.

At front a powerful Marzocchi Magnum with 50 mm diameter legs, slender due to exclusive lightweight plates constructed in a cast light alloy, is compatible with every riding style due to infinite possibilities for adjustment. The visual solidity is reflected in a solid and coherent functioning, ready to conform to minimum unevenness in the road and to bear the thrust of deceleration in the most race-inspired breakaways.

The rear is characterised by an asymmetrical aluminium alloy swing arm cast according to the sand casting process, a highly refined technology that comes from the races that assures the best ration between stiffness and weight. Its sinuous forms conceal a fully adjustable Sachs shock absorber that is attached on the upper part to the swing arm's stiffening trusses and on the bottom to the progressive linkage, it too constructed entirely in aluminium by means of forging technology.

Even parts apparently of less importance or undervalued in most market offerings have been meticulously cared for. Some examples: the chain adjustment sliding shoes have been machined from the solid by milling a precious light alloy as have the footpegs of the rider and passenger.


The wheels fit Pirelli Diablo tyres in the classic sizes of 120/70 at front and 180/55 at back to guarantee the support and surface necessary for discharging the enormous torque of the engine, with the assurance that the situation is always under control.

Braking system

While braking, the Corsaro 1200 never gives reason to disappoint: the Brembo systems guarantee powerful yet progressive deceleration, granting the rider the sensitivity needed for optimum handling of this difficult aspect of the riding experience. The pair of semi-floating discs measuring 320 mm at front is completed by axial callipers with four pistons of a differentiated diameter: it is a solution stemming from a precise technical contribution, that of lending safety thanks to excellent modulability and awesome power. Too often racing systems that become transferred onto road models give abrupt reactions that are difficult to control, especially on roads open to traffic and when roadbeds offer poor grip. The braking of the Corsaro 1200 is for everyone to take full advantage of.

The electronic control unit and the electrical system

While the Corsaro 1200 is an example of Italian mechanics in the most honoured tradition, running through this machine are state-of-the-art electronics. The CAN line transfers information between the Magneti Marelli engine electronic control unit, the fully equipped dashboard featuring onboard computer and latest-generation sensors placed throughout the vehicle to keep all sensitive parameters under control. Among the other functions of the instrument panel, are two different trip meters reporting average speed and rpm, but also the ambient temperature, the gear inserted, clock and maintenance intervals. Starting is automatic: just a light pressure on the button will activate the control unit command to the electric motor allowing the V twincylinder to come to life. Even the old lever of the starter is a distant memory thanks to a sophisticated system of automatic mixture control regulated by the stepper motor according to the weather conditions. Despite this, the technology is never invasive, the rider always has the situation under control and, from a design viewpoint, the cables disappear from sight and most components are neatly ordered in the compartment under the seat. Both the powerful healight with double lamps and the led one at the rear automatically turn on when engine is stared in compliance with the most recent road rules.

The tank

The fuel tank, with a prestigious 2-shade paint finish like the glorious Moto Morinis of yesteryear, is constructed in shockproof nylon. It has a capacity of 18 litres and can be lifted to have access to the large filter box lying below.

The exhaust system

Last, but not least, the exhaust system not only gives an unmistakable look to the motorcycle thanks to the Termignoni biconical silencers; not only does it fill the air with powerful sound, but it is environmentally friendly thanks to a meticulous design scheme and to closed loop technology with three-way catalytic converter and oxygen sensor. The exhaust emissions measure well under the limits imposed by the stringent Euro3 standards.


Moto Morini steps back into the market with an innovative model for the motorcycle industry, where dynamism and flexibility are its main strengths. The model is based on the decision to adopt the assembly line method called lean production, whose philosophy guides the most modern and sophisticated automotive lines of production today. Moto Morini is the first motorcycle manufacturer to fully adopt this flexible production method, where programming large lots is unnecessary and where quantities and models can differ according to the day. The organisational model that the company developed is based on just in time logistics.

The production system features an initial area called the supermarket, where the parts and subassemblies making up the cart/kit of each bike are stored and then selected. After the components are taken, the cart/kit is attached onto the side of the assembly line, while the centre of the line houses an assembly cart for the engine. The cart/kit and assembly cart move parallel to the line at the same speed; operators complete the assembly of the bikes, taking the components from the cart/kit.

Assembling different models on the line at the same time is achieved through the automatic reequipping of the line, a technique that differs from conventional lines where production is interrupted to provide for set-up. Another important aspect is the ergonomics researched for the workstations, where operators can adjust the height of the assembly cart for easier and safer access. Standard production capacity is estimated at about 6,000 motorcycles per year. This production strategy enables a quick fulfilment of market demands, whether the quantities are large or small. No restrictions are placed on number during the production cycle, and a further advantage is that the method offers maximum opportunity for customising the product.


The organisation of the distribution network in Italy and Europe has been completed during the past several months. The list of dealers and official distributors is available on our Web site

In Italy, the sales network stretches across the entire country and is made up of 101 dealers specialised in motorcycle sales and assistance. A competence in sales, tradition and a firmly established local presence are characteristics common to the official Moto Morini dealers. A key feature that has guided Moto Morini in the choice of each dealer is the guarantee of technical assistance, with the efficiency of the after-sales service being an essential aspect of Moto Morini's sales and marketing policy. The positive feedback that Moto Morini has received from Italian dealers and foreign distributors reflects the affection for the marque and the prestige it enjoys. However, their reception is also explained by Moto Morini's shrewd strategy for reestablishing the brand and is a validation of the sound decision to produce a large-displacement nude road bike.

The Corsaro project was conceived to offer owners a reliable, high-performing bike, yet one at an accessible price. It is not a dream bike for a select few, but a motorcycle one can dream of realistically. The Corsaro 1200 comes in colour combinations of black/silver and red/silver. See technical details homologation data.

Technical Specification

  • Engine - Bialbero CorsaCorta (DOHC - Short Stroke)
  • Cylinders - 2
  • Layout - 87 V longitudinal
  • Strokes - 4
  • Cooling - Liquid
  • Timing system - Gear/chain combination
  • Valves per cylinder - 4
  • Bore x stroke - 107 x 66 mm
  • Displacement - 1187 cm_
  • Compression ratio - 11.8 0.3
  • Power; 103 Kw - 140 HP @ 8500 rpm
  • Torque; 123 Nm - 12.5 Kgm @ 6500 rpm
  • Fuel injection - Magneti Marelli indirect electronic injection with 54 mm throttle body
  • Ignition - I.A.W. electronic
  • Starting - Electric
  • Lubrication - Forced with trochoidal pump
  • Gearbox - With constant mesh spur gears
  • Gear ratio - In first; 13/36, In second; 17/32, In third; 20/30, In fourth; 22/28, In fifth; 23/26, In sixth; 24/25
  • Clutch Wet, multi-plate, anti-hopping system
  • Primary Drive - Spur gears 55:31
  • Final Drive - Chain
  • Exhaust - With double silencer, 3-way catalytic converter and oxygen sensor. Polluting emissions Euro 3