THERE ARE MANY WAYS TO MAKE A MOPED, FROM UTILITARIANISM TO THE SUPER SPORT. MOTO MORINI CHOSE TO MAKE A REAL MINIATURE MOTORCYCLE WITH A ROARING ECONOMIC FOUR STROKE ENGINE

MOTO Morini has always produced good motorcycles, which have never been the subject of criticism from customers, but two were models <<historical>> of the House, and were produced after ten years: the Settebello in the years fifty and small Corsarino, came just two decades later. The Settebello, road bikes although a sporting motorcycle, while the Corsarino delivered a generation of Italian minors, with little expense of gasoline and mechanical. The Corsarino was a real miniature motorcycle, appearance, and also in the motor performance, in addition, though not permitted by law, the passenger was transported comfortably and two people, even of large size, they were comfortably housed; more recovery was good and well restrained.

            The pilot had the impression of riding and not to be riding a moped, that the noise <<substantial>> the four-stroke engine, the gearshift pedal and the riding position. For the robustness of the fifty Morini could be used without problems even for trips out of town.

            The Corsarino, which is named in the younger brother of the Corsaro 125, was presented to the public in 1963, completely utilitarian version, but already the following year, at the Milan Show, you saw a sports version called <<S>> . Early models had a three-speed gearbox with the control knob as scooters, but in 1966 was transformed into a four-speed foot, like all the bikes that respect. Then came the ZZ and Scrambler models, the latter characterized by a large tank with square lines and a little cradle frame placed under the engine. In 1969 he was presented the Super Scrambler, the most sought after by young of that age and today’s collectors. The Super Scrambler had a continuous double-cradle chassis, the close-ratio gearbox and suspension, while not suited to the cross, were much more robust than previous models. Of Corsarino was also built a version of 60 cm³, very difficult to find because it exclusively for foreign markets and today is the dream of Corsarino’s collector.

            The small Morini had many advantages and few drawbacks: low fuel consumed - which logically costs less than mix - very little oil, it was easy to start. Clearly the city was his land <<ideal>> thanks to its agile handling, and the large steering angle, which made it easy to slalom between the cars in traffic. The only flaw that haunts today as yesterday owners of Corsarino is the consumption of the hook that works on the gear selector, and when this component is worn gears come evil. Despite this there are still many that are used daily and Corsarino, think again, the youngest Corsarino now has about twenty years of life on the shoulders!

STRATAGEM – The testing of various prototypes of the 50 Morini, were assigned really Tarquinio Provini, great driver of the championship of the sixties, which was given the task of going daily from Bologna to Florence along the road of the Futa Pass. A Tarquinio, accustomed to very different speeds, not just the task weighed and after three or four routes devised a stratagem, put the motor on the stand, shifted into fourth, just staring at the opening of the gas and went to the bar to play billiards (Tarquinio is still good <<billiard players>>). Since the attack on the speedometer was placed on the rear wheel, four hours after the instrument indicated the correct distance, Casting out the bar and came back at the factory. But the Commander Alfonso Morini had to suspect something, and asked to send a daily postcard from Florence, with date and signature, and that of his Florentine dealer. And here began the duel: Tarquinio bribed with the promise of several tickets for the boxes (more autographed photos) the dealer from Tuscany, then handed him a pack of cards already signed and dated that his friend mailed day after day, after telephone confirmation. The style of Tarquinio the pool is refined, easy to put points on four sides, while the Corsarino, standing outside the bar, consumed gasoline and motor but not the tires! But he was the Commander of the doubt and personally signed postcards delivered daily to Provini, there was nothing to do. But fate was a friend to our champion: Morini had time off to go abroad, so was forced to deliver a package of already signed postcards to the door of the factory with a commitment to deliver a great day to test. For Provini, it was easy…

FROM THE STANDPOINT of technical Corsarino is considered a masterpiece of simplicity and, at the same time, functionality. Designed and built extremely well characterized with high accuracy can be considered as a small bike a real motorcycle. The engine has the cylinder significantly inclined forward and the distribution to pushrod overhead valves with two parallel (that is 17.7 mm intake and exhaust of 16.2 mm). Both the cylinder head are cast aluminum alloy, reported in the barrel is cast iron. The camshaft, driven by a pair of gears, is located on the right side of the engine and the valves operated by tappets plate, duralumin rods and rocker arms with two forged steel. The crank mechanism is conventional scheme, with a crankshaft consists of three parts together to force the press (leaflets with two drive shafts plus a disk-shaped shaft coupling) that rests on two ball bearings. The monolithic rod is forged from hardened steel, the piston and coat the whole sky is perfectly flat cast aluminum alloy with high silicon content and has three segments (two plus a scraper to seal openings). To send the motion to the four speed gearbox, the cascade type, provide a primary drive gear on the right side of the engine and a multi-plate clutch, working in an oil bath and equipped with three pressure spring.

            The base consists of two cast aluminum alloy crankcase that come together in a vertical median plane. Provides a power flywheel magneto on the left side while the power is entrusted to a carburetor Dellorto with 15 mm diffuser. This engine, as it is reminiscent of the technical solutions Corsair 125/150 (in which, however, the primary and clutch are placed on the left) is short-stroke and has a wet sump lubrication system with piston pump, driven by a eccentric shaft derived secondary gear (!). The chassis includes a double-cradle chassis open schema simple and straightforward, combined with conventional shock (telescopic fork tubes, and swingarm with two spring-damper). In both versions sporting 18-inch wheels. The central drum brakes have a diameter of 105 mm useful.

·       Who has had 14 years 60 years can not have forgotten the excitement of our industry in the field of 50 cc. It was a time when the market after years of depression, was laboriously climbing. Of course, we were still very far from the "Japanese revolution" of 70 years, but in 1965, also thanks to an improvement in our economy, the bike came back to play a role, to animate the dreams of young people, to be a symbol of freedom, in a way to rebel against a society approved too. The costumes and ideas were rapidly changing and, for the first time, became the young protagonists. In a context of profound social change is inserted the success of the 50 cc, "designed" in 1959 by the Highway Code. The "sacred texts of the movement" established rules for mopeds, exempt from license plate, license, insurance (optional) and driveable since 14 years. The time to develop ideas, to set up assembly lines and here is that all manufacturers in the space of a couple of years jumped into the fray. To be sure, the Manufacturers were almost forced into this move because the motorcycle market, in the first 60 years, was crumbling under the blows given to him from the runabout. Even an industrial giant like the Moto Guzzi was in big trouble and was forced to move towards economic means to find a way to salvation (for this was born on the Dingo 49). The scenery that was delineating was substantially this: the bulk of sales was still holding the scooter (Vespa and Lambretta), the big bike had not yet been designed, the 125 cc bikes up (hardly more than 500 cc) were too expensive for most of the Italians to the same amount you bought the Fiat 600 or 500). There was, as guessed, considerable potential for the 50 cc and not just utilitarian mold as initially thought. While the '61-'62 the scooter is primarily a cost-effective way for many workers, from then on the 50cc is transformed. The manufacturers have understood the new tastes of young people and try to satisfy them by offering sports models, road or off-road, capable of becoming an object of passion. The family, after 50 hard years, have more money to spend, even for their children. In just two years, sales of 50 cc almost doubled: from 132,652 units in 1965 are grazing the 205 thousand units (precisely 204,748) in 1967. The scooter makes it still dominates for more than 50% of the total, but emerge mopeds in large quantities. The Moto Guzzi, which goes from 1966 to the SEIMM state from the management Parodi regaining competitiveness, increased from 3,210 sold in '65 to 15,779 motorcycles sold in0- '67.Even the Benelli shows a rapid growth: 4,621 pieces sold in '65, two years later in '69 and nearly 8,000 have arrived at an altitude of 13,500.

Most of the 50 cc 2-stroke engine mounts, simple, robust and easy to maintain. There are, however, as always, exceptions. In addition to Motom and MV Agusta, Morini there is to propose a "fifty" to 4 stroke: the Corsarino. It truly is a "case": was born with the classic form of the moped-like bike, almost immediately turns into motorcycle. For many it is a dream. The 4 stroke is considered to be the most motorcycle engines, the roar reminiscent of the racing bike, it is considered the most durable and frugal. The Corsarino, despite the spread of the 2-stroke, remains essentially the same since 1963, when it presented the first sports version, until 1976. It 'a record of longevity. The Corsarino was in fashion, has withstood the first wave of massive 2-stroke (with gear of foot) and it went on undeterred despite the competition was much more forward in technique as in design. He then governed for a long time, beyond the fashions and the rival, always finding a fierce group of fans. The Corsarino was the best tradition Morini. In essence it was a Corsaro (born in '59) on a smaller scale, with all the charm of its own 125. Moreover Corsarino could also enjoy a strong image: the Morini won on the track in the hands of drivers like Mengoni, Provini, Bergamonti, Agostini and everything gave fame road to mass production, including the sport ZZ. In Addition, Bologna House was a great protagonist in the regular racing with versions of 100, 125 and 160 (in the last 165 cc) of the famous Corsaro. Consequently, the Corsarino Scrambler was considered the son of bikes of various Collina, Rottigni, Farioli. Another amazing fact is the constancy of the sales of this small 4 stroke, depending on the year, ranged between 4 thousand and 6 thousand units. The top it reached in 1967 with 6,527 units sold, which compensated for the slow but inexorable decline of Corsaro attacked by the Gilera 125 (with 124 5V), in part by the Moto Guzzi (with Stornello) and the amazing Benelli (light motorcycles registered from 544 jumped to 2,600 in '67 of '69). Returning to Corsarino, it must be said that its commercial success was exactly proportional to the scale production of the Morini. A manufacturer that has never made great numbers, but that until the last (ie when it was bought by Cagiva Group) has been well managed without ever having a budget at a loss (in this regard we refer you to the press report dedicated to the series 350, published on the file 12/97). Careful to avoid excess production, well targeted to our market in order to avoid unnecessary and costly inventories. The success of Corsarino comes from its diversity, however, compared to other products. Obviously different mechanism. Its single-cylinder, 3 speed gearbox at the beginning with a knob, then from 1966 with 4 speed pedal, the engine is derived from the previous Bologna House and repeats the Blueprint. Let's see how it's done. He split the crankcase in the vertical direction, lubrication, wet crankcase, cylinder head (tilted 30 degrees forward) aluminum - then a plus because almost all the 50 cc had a cast iron cylinder - measures internal boards (42x37 mm = 48.8 cc), three-piece crankshaft mounted on roller bearings. The distribution is over-head camshaft and the valves are parallel (the chamber is therefore flat). As everyone ran, Corsarino were also sold in versions Code and Export. The first, respectful of the speed of 40 km/h, was fitted with a traditional carburetor Dellorto SHA 14/12, the second a Dellorto UA/BS 15 mm. Obviously, anyone used the Corsarino Code and nobody paid any attention to the fact that too a 50 cc traveled well beyond the 40 km/h. This turn a blind eye by the police left hand free to the Houses and the boys. The same Guzzi, remember that it was government, produced the Dingo already equipping it with a standard 16 mm carburetor and many other manufacturers sold an option increasingly larger carburetors (up to 20-22 mm for Minarelli engines P4 or P6). Then, inevitably, came in the late 60s, the crackdown: motorcycles seized, heavy fines and Manufacturers ready to get back into line quickly. About speed: since there are very precise instruments of time fantasizing a bit 'of information by relying on speedometers CEV or Veglia: 80, 90, who said even 100 km/h! During this revival, we measured the actual maximum speed Pirelli Track an excellent Corsarino ZZ 3-speed  of ‘65 totally original and 15 mm carburetor. The result, with the driver of 55 kg and 5 liters of petrol in the tank, was 73.6 km/h. Not bad! Curiously, the Corsarino engine has always had the start lever without coupling (a traditional industrial economy) and the gearbox with rocker (Scrambler on the first versions was replaced with a fold, the second cut to get a single control). Another curious fact about the lubrication, whose system has a simple pump, connected by a cam on the primary exchange that sends oil to the crankshaft while the distribution is lubricated by the steam. When you disengage the clutch, the oil pump stops and of course, and then is not the case run the engine for a long time in this (to say the truth rare) situation. The capacity of the sump is 0.650 kg, plentiful, considering the large. Moreover, the Morini engine has always stood for reliability and fuel economy: they provide a mileage of 45-50 km per liter of gasoline. Those searched maximum performance sought to have the famous engines called "red dot", which are the versions increased to 60 cc (bore and stroke of 3 mm ascending) designed for foreign markets, but you could also get some dealer in Italy. The chassis no surprises and is traditional but effective. The chassis, excluding of course the first open pipe Corsarino called V or female, remains the same until the end of the production! It 'a single-beam steel upper with two straps that go to steel bolted to the crankcase. What changes is the shock depending on the version: the last series (ZZ and Super Scrambler) with a nice naked fork (Marzocchi or Bonazzi and Gambetta) and shock absorbers as "hearty".

The Corsarino has always had aesthetic appeal, but not revolutionary. The most eye-catching (rare because it was built for a few months) is probably the ZZ 3-speed foot of 1965, characterized by a seat sport complete with number plate. All other Corsarino, including Scrambler, have a look conventional, but also elegant and updated from year to year according to the prevailing tastes. Since '70 the little Morini is one against all remaining, a part for colors, equal to himself. He's always the fans, but their number decreases even more. The last specimens date back to 1976, but still for the next two years will be found in stores of the House Bologna. The Corsarino had really done his time and Morini, focused on the twin-cylinder 350 and 500, had no interest in developing a new series of 50 cc. However, this moped, so well on our market for over a decade, has left a deep mark. Not surprisingly, in addition to the Morini Club, were born three associations dedicated exclusively to Corsarino. If the roar of that little engine is still in the heart or if you have the curiosity to hear that blend live, there will be an opportunity for the international meeting in Rimini, on July 5 this year, at the National Motorcycle Museum (for information, OMR tel / fax 0544/61909).

It was the middle of hot July 1971, when my father, slain by the pressing of my 14 year old, issued a check for 185,000 Italian Lire in favor of the dealership in Milan Morini (Moto Crippa). Thus began my adventure between bike "true". Do not bore with the memory of emotions, expectations spasmodic, of nights spent in play, almost like a sacred mantra, the text of the Motociclismo test devoted to the Corsarino. "He" was a blue metallic Super Scrambler that I had applied already equipped with a carburetor 15 mm (tank side), air filter Dellorto F20, Marzocchi fork (there was also Bonazzi, but I did not trust) and tachometer/speedo. Veglia. When he retired at the station in Biella (I had been sent by train, as I followed my father in his travels as a hotelier) I was once a man. The Corsarino for me was the equivalent of the shaman's stick. It gave power and security in practice was the means by which I left childhood motorcycle (made of automatic mopeds with chassis woman type) to go into real life. Shiny as a new penny, small and compact, free intake and exhaust, Super Scrambler made ​​immediately see the claws, creating hardships my friends 2 stroke. Yes, because even in the '71 Corsarino was something different: a small but well proportioned, elegant but essential, there was a touch more technical so romantic, constituted by its 4-stroke, white fly in a world that was mixture of 5%.

For many, and I am no exception, adolescence is the most romantic time of a person's life and, in retrospect, that it was a choice dictated by passion. What was in fact choose the losing horse, 4-stroke engine, which in those years in the regular racing haul down the flag, not to mention the cross, overwhelmed by the 2-stroke? But I've always liked 4-stroke, in cross was a fan of the BSA, after CCM and then I had no doubts. I knew that make up for it I would have to spend all my money, and then the interventions were limited (a cam more boost, the carburetor 17, the exhaust more open, a polished ducts). The 2-stroke, especially with the 50 Minarelli and Franco Morini engines, instead, is elaborated with little expense and many performance. Enlarge this side, an expansion beyond the game and was soon done. And the HP came out without too much trouble. There were already on sale the first booster kit (Simonini, Faccioli) that guaranteed miraculous. And there were good mechanics, each of which had an infallible recipe to transform the performance of an engine. There were also several craft exhausts that drains the vicious character of the various 2-stroke, not to mention the carburetors and more than 22 mm. I certainly could not hire with my pocket money laughable, engineer Taglioni and let me design a double head camshaft desmo! So it was a losing battle. The problem was not just the engine, the chassis was not well suited to extreme off-road and there was little to do against a chassis Ancillotti or Aspes. But the Morini had its positive side: he managed everywhere, then low fuel consumed, and did not stink and smoke and her motorcycle roar was "real." If we want, was a small relative of his illustrious compatriot, Ducati Scrambler. He also had qualities "prophetic", as already suggested in only 50 cc of the distinctive features enduro road, 80 years. Today there is no motion of such proposals and so good from a technical point of view you do not see: sin.

My Corsarino reached a top speed of 80 km/h and regularly beat her most famous rivals, also was the only 50 one to climb up the hills to cross a runway near Biella, where we were ran in secret, especially in the mud was fantastic, my favorite route.

·       Since 1962, the Moto Morini has integrated its production with a 50, Corsarino, still in the catalog in two particularly attractive releases for young people: the Scrambler off-road (presented on the dossier 5 this year) and a sporty ZZ which we had already talked about the number 1/1965 but who now wish to re-propose consideraing technical and aesthetic improvements made ​​to this model in the meantime, overpast, for example, 3-speed gearbox by hand to the 4-speed foot. True to its traditions, even for these small engine capacities, the Morini has given preference to the 4-stroke engine, which vibrates and consumes less than the corresponding 2-stroke, especially if pushed, and also having the vertical distribution valves and piston flat nor does the danger of interference between these organs in the case of neutral or otherwise overspeed. Furthermore, even for these models of 50 cc, the Morini has not failed with their traditions to offer a product class, characterized by accurate finishes, fine materials, excellent workmanship and assembly.

The line, which stands one of the few 4-stroke engines are still manufactured in Italy in the displacement of 50, is a little class of its own, sharp and sporty with two-tone tank stretched and comfortable with flares for the knees and the seat reminds those of the machines by GP. Also successful round toolbox, also two-tone, and particularly tuneful and elegant chrome fenders. The stems of the fork go outside of the bellows, which give a touch of originality, while the rear shocks have discovered the springs as usual. The only drawback, in our opinion, steel rims, not so much for the qualities of strength, but because we believe that aluminum wheel would be more in tune with the <<character>> machine. The painting is, as usual, in red Morini with white decorations. The controls are functional and easy to reach also considering the ergonomic riding position which is quite convenient and rational even if pilots do not excessively high. The transmission is equipped with rocker command whose the Morini have long been accustomed.On the right side the brake pedal is in excellent position and the start lever, although not articulated, is placed at the right place and does not impede the driver's legs. And now let's get ready to go. We noticed some difficulty in cold starting, a defect which has disappeared after the first week of use. Then you have to remember to be riding a 50 sporty and treating it as such (ie accelerating with the decision) one realizes that there are hp engine and taking the engine quite cheerful and making frequent use of the gearbox (which has well-developed gear ratios ) the bike can give a lot of satisfaction. The clutch separates well from cold and engages with progression as well as prove insensitive to slippage. The complex chassis-engine-accessory is a very compact and assembled at one measures (in silentbloc stressed points) that make the machine more and more quiet even on paved shattered. The Corsarino is also well studied for the chassis: the guide is so easy without wavering even in the fastest corners, despite the small cross section tires. The brakes are very efficient. Even from the comfort side all right, thanks to the efficiency of shock above the usual standard. In conclusion, a successful sports model, which is separated from the production and offers brilliant performance with a limited consumption of gasoline, ranging from 40 to 50 km with one liter of "super".