In the early sixties the Morini, given the situation in the motorcycle market and seen that, even in a situation of severe crisis, the Corsaro was with us one of the most successful models, she decided to make a moped.

Of course it should have been four-stroke engine, although this would lead to higher costs to stay in line with the decisions of the House, which for years had become a staunch defender of this type of motor.

The new model was first implemented in two versions that went into production almost simultaneously. It was an open chassis on top, officially known as V (but almost always it was called "Woman"), which did not meet with much success, and setting a model of sport, with long seat and handlebars, called Z, which met immediately favors the public.

The engine, the cylinder significantly inclined forward, was equipped with a three-speed gear knob control.

The Z had a wheelbase of 1120 mm and weighed 55 kg dry.

A few years later went into production the ZT which substantially differed from Z for the high handlebar, short seat, and the presence of a rack.

In 1965 Morini presented the ZZ Morini, initially made in a few specimens, with three-speed gear, foot lever (soon also adopted on the Z); this new model, more sporty, had a tail from the typical white oval "plate" (in fact there was a decal applied the "Corsarino") and entered into the final series production a few months later with the new four-speed gearbox, always commanded foot.

In 1966, his models "road" the Morini alongside the Scrambler, beginning with a four speed gearbox, characterized by aggressive and catchy line and a tank of great capacit.

In 1967, only the V still took three-speed gear (in 1968 and 1969, however, was also equipped with four speed gearbox foot).

In 1970 disappeared from the list both the V and Z and ZT entered production in the Super Scrambler, with a modern hydraulic telescopic fork and a tank considerably smaller than the Scrambler (new chassis fitted with the same double cradle continued). The ZZ, profoundly revised in terms of aesthetics, has received new trunks.

In later years these models have undergone fundamental changes of an aesthetic nature. The last vestiges of Corsarino were marketed in 1977.

The engine, a real masterpiece of simplicity and efficiency at the same time, the distribution to push-rod, valves parallel, the flywheel magneto ignition and the primary transmission (located, contrary to the tradition of the House, on the right side, where there was also the camshaft) gear. For power, depending on the version, was used a carburetor Dell'Orto SH 14/12/2 or a more powerful UA 15 BS.