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2010 Moto Morini Corsaro 1200

2010 Moto Morini Corsaro 1200Moto Morini Corsaro 1200

Corsaro 1200

The Corsaro 1200 was presented to the international press in July 2005. It is the first in a range that the Moto Morini management is betting on for the brand's rebirth. The motorcycle is intrinsically Italian: the Bialbero CorsaCorta engine carries the design of Franco Lambertini, one of the maestros in engineering 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 approval, an extra feature that required major efforts to preserve the product's performance and aesthetic features.

The Corsaro project took shape in 2003, and when the motorcycle was brought out two years later, the choice to concentrate efforts on a large-displacement naked road bike turned out a successful one, further confirmed by growth trends in the segment in Italy and abroad.

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 naked 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.

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 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 on combined terrain and the best stability at the highest speeds. Attaining this goal was significantly aided by the
shape and size of the aluminium cast swing arm and progressive linkage.

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 trellis frame composed of variable sized tubing has a compactness and conceals nothing of the Bialbero CorsaCorta engine, perfectly epitomising the concept of a naked 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 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 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 geometry. 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 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.20°x58°; Aexh54°x20°, 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 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 is six speed with quick coupling. Conceptually it is comparable to the first standard gearbox with six speeds of the legendary 3 1/2. The clutch features a radial mastercylinder and anti-skipping device.

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 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.

Essence of the chassis is the trellis 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.

Wheelbase, headstock rake, and trail measurements are highly compact, especially considering that the bike has a 1200cc engine. Thanks to the harmony achieved in fine-tuning the various components, the result of this alchemy is immediately perceptible in the first few metres of road: the weight, already reduced to just 198 kg magically disappears when in movement and the deftness in cornering assures stability even at top speeds.

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 thanks to different 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 during the hardest braking.

The rear is characterised by an asymmetrical swing arm that conceals a fully adjustable Sachs shock absorber with legs increased by 16 mm in diameter, spring adjustable in preload with single nut and internal counter-spring to improve riding response.

Even parts apparently of less importance or undervalued in most bikes on the market 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.

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. At front are a pair of 320 mm discs with radial master-cylinder and four piston callipers: a solution stemming from a precise technical input, 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 power of the Corsaro 1200 is at everyone’s full grasp.

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 CPU, 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 headlight 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 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.

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.

Two-tone finishes for all Corsaro 1200 models, available in red/silver with red frame,
black/silver with black frame and black/white with black frame.