Keeway, the motorcycle company founded in Hungary in 1999 and owned by Chinese manufacturer Zhejiang Qianjiang Motorcycle Group Co., is corporate manager and co-owner of the Benelli brand and also sells motorcycles under its own name. It has announced 2024 Keeway models for the American market, including the V302 C lightweight cruiser, the 1960s-styled Sixties 300 scooter, the smaller retro Versilia 150 scooter, and the modern Vieste 200 scooter. 

2024 Keeway V302 C 

The V302 C lightweight cruiser is powered by a liquid-cooled 298cc V-Twin with SOHC and 4 valves per cylinder. Keeway claims 30 hp at 8,500 rpm and 19.5 lb-ft of torque at 6,500 rpm. The V302 C has a 6-speed gearbox and belt drive. 

Keeway emphasizes the long and low attitude of the V302 C, which has a wheelbase of 55.9 inches, a low seat height of 27.1 inches, forward-mounted foot controls, a wide handlebar, and a claimed weight of 367 lb. An inverted fork provides 4.5 inches of travel, and dual shocks provide 1.8 inches of travel and are preload adjustable. The V302 C has single-disc brakes front and rear, and ABS is standard. 

Visual highlights on the 2024 Keeway V302 C include bar-end mirrors, low-profile fenders, LED lighting, shorty drag bars, and blacked-out styling. Instrumentation is fully digital with a tachometer surrounding a speedometer, fuel gauge, gear indicator, odometer, and clock. 

The 2024 Keeway V302 C is available in Black, Red, or Gray, and the MSRP is $4,999. 

2024 Keeway Sixties 300 

At the top of Keeway’s scooter lineup for the American market is the retro Sixties 300. It’s powered by a liquid-cooled 278cc Single with 4 valves that produces a claimed 25 hp at 8,250 rpm and 17.7 lb-ft of torque at 7,000 rpm. It has a CVT transmission and a top speed of 75 mph.

The Sixties 300 comes with a KYB fork and KYB dual shocks with preload adjustability, as well as front and rear disc brakes with Nissin calipers and Bosch ABS. 

The Sixties 300 leans into its 1960s styling with a front-fender ornament, a front grille, rider and passenger quilted seat pads, and swoopy side panels. Also included is a digital display with analog gauges, LED lighting, under-seat storage, and a rear luggage rack.  

The Keeway Sixties 300 is available in Sky Blue, Matte Black, or White with an MSRP of $5,299. 

2024 Keeway Versilia 150 

The Versilia 150 scooter is the smaller sibling of the Sixties 300 and is powered by a 150cc Single with a claimed 9.7 hp at 7,000 rpm and 7.7 lb-ft of torque at 6,500 rpm, paired with a CVT transmission. Braking is provided by a single front disc and a drum in the rear. 

The Versilia 150 takes design cues from the Sixties 300 but with a more modern twist. Details include a stitched seat, a stacked LED headlight, under-seat storage, and a rear storage rack. Instrumentation includes a speedometer, odometer, fuel gauge, and clock. The Versilia 150 also includes a locking glove box with a USB port, a backpack hook, and keyless ignition. 

The Keeway Versilia 150 is available in Gray, Red, or White with an MSRP of $2,499. 

2024 Keeway Vieste 200 

The Vieste 200 takes on a more modern appearance compared to the Sixties 300 or the Versilia 150. It’s powered by an air-cooled 172cc Single that makes a claimed 11.4 hp at 7,500 rpm and 8.9 lb-ft of torque at 5,500 rpm with a top speed of 59 mph and a CVT transmission. Suspension is provided by a telescopic fork and dual rear shocks, and braking comes from 240mm front and 215mm rear disc brakes. 

Instrumentation on the Vieste 200 comes in the form of analog gauges for the speedometer and tachometer along with digital displays of temperature, odometer, trip meter, clock, and fuel level. All lighting is LED, and the scooter comes with rear grab rails, two storage pockets above the footwell, a USB port, and a large storage bin under the seat. 

The Vieste 200 is available in Blue, Gray, or White with an MSRP of $3,399. 

Visit the Keeway website for more information. 

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide  

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Janus Motorcycles has announced its latest model, the scrambler-styled Gryffin 450. The Janus Gryffin 450 has classic ’50s and ’60s style and hand-crafted components, and each one is made-to-order with the owner’s input and preferences. 

Janus Motorcycles is based in Goshen, Indiana, and the company’s website states that it makes “simple, beautiful machines that are a joy to own and ride.” The Gryffin 450 joins three other models in the Janus lineup: the Halcyon 450, Halcyon 250, and Gryffin 250. It will use the same enduro-inspired air-/oil-cooled 445cc Single as the Halcyon 450, with a claimed 30 hp. The scrambler version will ride on 21-inch front and 17-inch rear wheels and will feature a high exhaust, other adventure-oriented details, and a low weight of a claimed 330 lb. 

“The Gryffin 450 is a close sibling to our Halcyon 450, but with some key changes that really make it excel off-pavement,” said Charlie Handsen-Reed, senior design engineer for Janus Motorcycles. “The longer suspension travel, wheel size, lower seat height, and larger fuel tank will be really welcomed by our off-road riders, and trimming another 30 lb off our already feather-weight 450 chassis will be a huge bonus for trailering, van-lifers, and for any adventuresome rider’s peace of mind and confidence.” 

Part of the experience of owning a Janus is the customization offered from the made-to-order process. Like other Janus models, the Gryffin 450 will be available in a wide range of color options, pinstripe options, and other accessories. It will feature motocross footpegs, a headlight cage, pannier racks, highway bars, a skid plate, and a pillion seat. 

Other components included on the Gryffin 450 will be hand-formed and beaded fenders, a hand-formed and welded stainless-steel exhaust, hand-welded chassis and fork, Brembo brakes, and hand-painted graphics and pinstripes. 

Janus Motorcycles will begin taking reservations for the Gryffin 450 starting Feb. 23, 2024, and all orders placed in the first 30 days will be First Edition models with serial-numbered plates, limited-edition race plates, engraved components, and commemorative packages. 

Those interested in the manufacturing process of Janus motorcycles can check out the Janus YouTube channel, where the company documents their design and build process. 

MSRP for the Janus Gryffin 450 will be $13,495, and the fee to place a reservation is $2,995. The first Gryffin 450 bikes are expected to be finished in July 2024. 

Visit the Janus Motorcycles website for more information.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide

The post Janus Gryffin 450 Scrambler Review | First Look appeared first on Rider Magazine.

At the recent AIMExpo powersports show in Las Vegas, Italian motorcycle brand Moto Morini announced the release of a new cruiser: the 2024 Moto Morini Calibro. Also unveiled by the company at the expo were the 2025 Moto Morini X-Cape 1200 adventure bike and the 2025 Corsaro 750 and Corsaro Sport sportbikes. 

The Moto Morini Calibro, which will also be available in an all-black bagger version with hard saddlebags, front fairing, and a windscreen, is powered by the same 649cc parallel-Twin with DOHC and 4 valves per cylinder as the Moto Morini Seiemmezzo SCR scrambler and STR roadster. When we tested those two bikes in foothills of the Italian Alps, our reviewer said the engine “feels refined and accessible, with a linear build of power and torque from 3,000 rpm all the way to the hard-action 10,500-rpm limiter.” 

Related: 2023 Moto Morini Seiemmezzo SCR and STR Review | First Ride 

Moto Morini says the engine has been revised for the cruiser to “transmit pleasurable driving pulsations while ensuring smooth running.” The Calibro also has a belt final drive, as opposed to the chain final drive on the Seiemmezzos. 

Stopping power comes from a 2-piston front caliper biting a 320mm disc and a 1-piston rear caliper with a 255mm disc, and Bosch ABS is standard. A 41mm fork provides 5.5 inches of travel, while preload-adjustable dual shocks give a vintage look and offer 4.3 inches of travel. 

The Moto Morini Calibro has adjustable footpegs, either forward for a more relaxed seating position or back for a sportier ride. The seat height is 28.3 inches, and the pillion can be removed and replaced with an accessory rear shell that follows the fender line.

The bike has a 58.7-inch wheelbase and rides on aluminum spoked tubeless wheels, 18 inches in the front and 17 inches in back. It has an approximately 4-gallon tank and a dry weight of 441 lb. 

Pricing for the 2024 Moto Morini Calibro has not yet been announced. 

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide 

The post 2024 Moto Morini Calibro Review | First Look  appeared first on Rider Magazine.

The new 2025 Moto Morini Corsaro 750 naked and fully faired Corsaro Sport were announced for the U.S. market at the 2024 AIMExpo show in Las Vegas. The brand says these new models are a reinterpretation of Moto Morini’s historic Corsaro, “embodying its past values while expressing defining elements of Moto Morini’s future.” 

Related: 2025 Moto Morini X-Cape 1200 Review | First Look 

These two new models by the Italian brand appear to be mostly the same, though there are a few differences. They share the same engine, frame, braking components, and suspension, but the Sport gets a wider rear tire, clip-ons, a taller seat, and more bodywork compared to the Corsaro 750. 

Both models are powered by a new 749cc 90-degree V-Twin with a claimed power output of 96 hp and a bore and stroke of 90mm and 58.9mm, respectively. Moto Morini claims a top speed of 130 mph. Highlights of the engine include a dry sump and counter-rotating crankshaft. 

Related: 2023 Moto Morini Seiemmezzo SCR and STR Review | First Ride 

Brembo brake components include dual 320mm front discs paired with 4-piston monoblock calipers and a 220mm rear disc with a 1-piston caliper, and ABS is standard. The inverted fork is fully adjustable, and these bikes feature a progressive link shock in the rear. 

The frame for the Moto Morini Corsaro 750 and Corsaro Sport is made of both aluminum and steel with an aluminum swingarm. The wheelbase is 57.6 inches, and the claimed curb weight is 441 lb. The Corsaro 750 has a seat height of 32.3 inches, while the fully faired version gets a taller seat of 33.1 inches. 

Both models feature 17-inch aluminum wheels. The rear tire of the Corsaro Sport is wider at 190mm compared to the Corsaro 750’s 180mm. 

Pricing for the 2025 Moto Morini Corsaro 750 and Corsaro Sport has not yet been announced. 

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide 

The post 2025 Moto Morini Corsaro 750 and Corsaro Sport Review | First Look  appeared first on Rider Magazine.

Moto Morini, the Italian motorcycle brand purchased in 2018 by Zhongneng Vehicle Group, just unveiled its 2025 Moto Morini X-Cape 1200 adventure bike at the 2024 AIMExpo in Las Vegas. The company says it is going for a balance between performance, agility, power, comfort, and the Italian style that is a central thread that inspired the designers at Moto Morini. 

Related: Moto Morini: A History of Motorcycling’s Best-Kept Secret 

The Moto Morini X-Cape 1200 is powered by the new 1,187cc V2 Corsa Corta EVO engine, an 87-degree V-Twin designed and engineered in Italy and making a claimed 122 hp. The bike is equipped with rider assistance features such as cruise control, a quickshifter, traction control, and blind-spot radar, as well as four different ride modes. 

Stopping power is provided by Brembo monoblock front calipers and dual 320mm discs, with a fixed caliper for the 280mm rear disc. The bike features cornering ABS that can be disabled for experienced riders who wish to aggressively tackle unpaved roads. A fully adjustable fork and progressive link shock provide 6.7 inches of travel in the front and 6.3 inches in the back. 

Related: 2023 Moto Morini Seiemmezzo SCR and STR Review | First Ride 

The Moto Morini X-Cape 1200 has a tubular trellis frame. The seat height is 33.8 inches, and the company says the ergonomics of the seat have been designed to allow an active and comfortable setup for riders. Additionally, the design of the bodywork directs hot air away from the rider for improved comfort and prolonged saddle time. 

The spoked, tubeless wheels (3.5×19-inch front, 5.0×17-inch rear) are shod with Pirelli Scorpion Trail tires. Tire pressure monitoring is standard. 

The bike has full LED lighting and a 7-inch TFT screen that includes an integrated navigation system. 

An aluminum luggage rack is included as standard equipment, and accessories will include luggage with integrated attachments. 

Pricing for the 2025 Moto Morini X-Cape 1200 has not yet been announced.

Check out more new bikes in Rider’s 2024 Motorcycle Buyers Guide 

The post 2025 Moto Morini X-Cape 1200 Review | First Look  appeared first on Rider Magazine.

Vespa has updated its two “small body” scooters – the 2024 Vespa Primavera and the 2024 Vespa Sprint S. Both models get freshened styling while maintaining a classic Vespa character, and both are available with either a gas-powered engine or an electric motor. These two Vespas also come in a wide range of trim levels and colors. 

The Vespa Primavera and Sprint originally emerged in the mid-1960s. In 2013, Vespa brought back the Primavera as a “small body” scooter with a focus on accessibility, urban convenience, and style. The Vespa Sprint was reintroduced in 2014 as the more fun-loving and youthful of the small-body scooters. Both scooters are built on a full steel body and share many components, with the major differences between the two coming in the form of styling touches and color options. 

See all of Rider’s Vespa coverage here. 

Updates for 2024 include new switchgear, new hand grips, and a new front shield. Also new are the wheels, with the Primavera having five spokes and the Sprint S having six. The seat has been updated with new materials. 

Related: The Flight of the Wasps: Touring on Vespa Scooters 

Most of the upgrades to the Vespa Primavera and Sprint S come from the electronics department. A new instrument panel combines an analog speedometer with a 3-inch LCD screen, which shows a tripmeter, fuel consumption, and average and max speed. The LCD instrumentation also permits the rider to connect to a smartphone. Smartphone connectivity comes as standard on the Vespa Primavera Tech and is available as an option on the rest of the models. In the 150cc version, the Vespa Primavera Tech options package adds a 5-inch TFT display that can show phone calls, messages, and music information once connected to a smartphone. Also new is an LED headlight, taillight, and indicators on all models. 

Both the Vespa Primavera and the Vespa Sprint S are available with either a combustion engine or an electric motor. The combustion engine versions are available in either a 50cc or 150cc displacement with an air-cooled 4-stroke engine with three valves and electronic fuel injection. The electric option includes the Primavera Tech equipment package, which adds smartphone connectivity, a keyless system, and a 5-inch TFT display. Vespa hasn’t yet released full specifications on the electric powertrain. 

Related: Piaggio Group Opens New MotoPlex in Atlanta 

In line with the theme of youthful energy, these Vespas will be available in a wide range of color options. The Primavera comes with chrome finishings and is available in Bianco Innocente, Nero Convinto, Verde Amabile, Arancio Impulsivo, or Blu Enérgico. The Primavera S trim includes a different seat, finishings, and graphics and is available in Beige Avvolgente, Nero Convinto Opaco, or Giallo Curioso. The Primavera Tech option comes in Blu Energic Opaco or Grigio Entusiasta. 

The Vespa Sprint S is available in Bianco Innocente, Nero Convinto Opaco, Verde Ambizioso, Rosso Coraggioso, or Blu Eclettico. 

Pricing for the U.S. has not yet been announced. Visit the Vespa website for more information. 

Check out more new/updated bikes in Rider’s 2024 Motorcycle Buyers Guide 

The post 2024 Vespa Primavera and Sprint S Review | First Look  appeared first on Rider Magazine.

Buell has announced that it has surpassed $120 million in preorders for its new Super Cruiser 1190, which will go into production in 2025. This impressive amount over only six months of preorders shows an enthusiastic interest in the Super Cruiser and will help Buell continue growing its company.

Related: Buell Super Cruiser Designed by Roland Sands Unveiled at VIP Party

The Super Cruiser 1190 was designed in collaboration with famed builder Roland Sands and was unveiled in February 2023 at Roland Sands Design’s complex in Long Beach, California. It uses a new steel-tube frame, is powered by Buell’s liquid-cooled V-Twin that produces a claimed 175 hp, and weighs in at only 450 lb. This club-style hot-rod, which was also seen at Daytona Bike Week in March, has clearly attracted enough attention to draw in big dollars for Buell even before production starts.

“Americans love style, muscle, and performance,” says Bill Melvin, CEO of Buell. “The Super Cruiser breaks the mold for all three, and the response shows that Buell simply nailed it. This is utterly unheard of for an American V-Twin.”

Related: Buell Hammerhead 1190 to Start Production

Buell re-entered the motorcycle scene in 2021 with two new models. The company now has a five-model lineup, including the Hammerhead 1190 and Buell 1190SX sportbikes, the SuperTouring, and the 185-hp Baja Dune Racer dirtbike. The Super Cruiser will use Buell’s existing 1,190cc sportbike engine and a chassis inspired by Harley-Davidson’s FXR, which Erik Buell helped design. The Super Cruiser is estimated to retail for $20,000-$30,000.

This hefty preorder number has cemented Buell’s commitment to continue growing its company. Buell is looking to create jobs, collaborate with suppliers and vendors, and find development partners.

“We’ve laid a solid foundation over the last two years with an amazing team and support from West Michigan leaders,” said Melvin. “Now, the overwhelming demand for the Super Cruiser puts Buell on a trajectory for significant long-term growth. This ramp-up will be nothing short of exhilarating. Anyone interested in joining us for this exciting ride – in any capacity – should reach out now. We want to work with you.”

For more information, visit the Buell Motorcycle website.

The post Buell Amasses $120M in Super Cruiser 1190 Preorders appeared first on Rider Magazine.

In 2022, Italian trophy brand Moto Morini made a successful start on its journey along the comeback trail after its acquisition by Chinese manufacturer Zhongneng Vehicle Group in October 2018. Its first new model to reach the marketplace under the new ownership, the parallel-Twin X-Cape 650 adventure bike, has been in production since 2021.

The X-Cape has been joined by two new models based on the same platform: the Seiemmezzo SCR (Scrambler) and STR (Street). Their shared Italian moniker means “6½” (engine displacement is 649cc), a passing tribute to the iconic 3½ V-Twin model that put Morini on the map in the 1970s, with 85,000 examples sold in a decade.

Related: Moto Morini: A History of Motorcycling’s Best-Kept Secret

The motorcycles are designed at the Moto Morini headquarters outside Milan in Trivolzio, Italy, and they are built at the Zhongneng factory in Taizhou, China. With MSRPs of $7,799 for the SCR and $7,499 for the STR, the Seiemmezzo duo are competitively priced. They are more expensive than the CFMOTO 650NK ($6,499), on par with the Kawasaki Z650 ($7,749), and less expensive than the Moto Guzzi V7 Stone ($9,109) and Honda CB650R ($9,399).

Like the X-Cape, these two new models are powered by the well-established liquid-cooled 649cc parallel-Twin with DOHC and 4 valves per cylinder that is produced by Zhongneng’s near-neighbor, CFMOTO (their factories are just 25 miles apart). The engine, which makes a claimed 61 hp at 8,250 rpm and 39.8 lb-ft of torque at 7,000 rpm at the crank, has an 11.3:1 compression ratio, a 180-degree crankshaft, offset chain-driven camshaft, and a single gear-driven counterbalancer. In production since 2011, the engines have proven their reliability in CFMOTO’s roster of motorcycles.

The chance to spend a sunny day riding the Seiemmezzo SCR and STR around the foothills of the Italian Alps allowed me to find out if they live up to the expectations aroused by that historic badge on the fuel tank. The engines share the same tuning, with Bosch fuel injection feeding twin 38mm throttle bodies, and both employ the same tubular steel open-cradle frame that uses the engine as a stressed member. On both bikes is a fully adjustable 43mm KYB inverted fork set at a 25-degree rake with 4.4 inches of trail and 4.4 inches of wheel travel, the same travel as the rear with a cast aluminum swingarm operating a KYB shock adjustable for spring preload and rebound damping.

Wheelbase is the same on both bikes at 56.1 inches, and that’s because both the SCR scrambler and STR roadster carry an 18-inch front wheel rather than the 17-incher you might expect on the STR. This means the seat height on both is the same at 32 inches, thanks to them also sharing a 17-inch rear wheel. Both bikes carry Pirelli tires, but the STR is shod with Angel GT rubber, while the SCR carries more semi-knobby tubeless MT-60RS tires on wire-spoked alloy rims.

Both have the same brakes, with twin 298mm Chinese-made front discs gripped by 2-piston Brembo floating calipers and a 255mm rear disc with a 2-piston caliper. Bosch 9.1MB ABS is standard. Dry weight is claimed to be 441 lb, or probably around 480 lb ready to ride with its 4.2-gallon tank full.

Standard equipment includes LED lighting, backlit switchgear, and a comprehensive 5-inch TFT dash with two different choices of layout, Bluetooth connectivity to a smartphone, and a tire-pressure monitoring system (readings are in kPa [kilopascal] units, which is commonly used throughout the world; Moto Morini USA is working on having the TPMS system changed to psi readings for future U.S. market bikes). The noticeably high level of build quality now seems to be on a par with anything made in Japan – fit and finish are excellent, from lustrous paint to classy-looking graphics to high-quality frame welding, and all this on motorcycles that offer good value for money. The first major service comes at 25,900 miles.

Starting with the STR version, my first impression when I climbed aboard the well-padded seat is how substantial the bike seems to be – not in the sense that it’s cumbersome or bulky but simply that it has more of a presence about it than other bikes in this middleweight roadster category. The fuel tank is attractively shaped, allowing my knees to tuck into its flanks, in turn delivering a feeling of being part of the bike and inspiring confidence. Even shorter riders should be able to touch feet to the ground thanks to the seat which narrows at the stepover point.

The tapered steel handlebar is nicely placed thanks to the 1.6-inch risers cast into the upper triple clamp, resulting in a slightly leaned forward but agreeable stance that’s ideal for a roadster like this. The attractive mirrors are free from vibration and give good rearward view. The distinctive running light around the rim of the circular headlamp resembles that found on modern Mini cars, and none the worse for that.

Thumb the starter, and both versions of the Seiemmezzo fire up instantly before settling to a 1,500-rpm idle speed. There’s a quite playful note from the 2-into-1 exhaust that strangely sounds more strident at lower revs than higher up the rpm scale. The 6-speed transmission features a Japanese-developed FCC oil-bath clutch, and the gearbox shift action is perfect – crisp and precise and impossible to fault even shifting up without the clutch. Clutch action is not particularly light but it’s easy to modulate. Combined with the super controllable throttle, walking-pace U-turns are surprisingly easy on a bike with a very tight steering lock. Indeed, both Seiemmezzos are agile motorcycles, without sacrificing any stability at higher speeds.

The parallel-Twin engine in both Morini models feels refined and accessible, with a linear build of power and torque from 3,000 rpm all the way to the hard-action 10,500-rpm limiter. This has been characterized by some as lacking character, as if it’s more desirable to have steps in the power delivery rather than this smooth but eager response to what your right hand is doing, but for me this is a friendly yet enticing motor that gives a pleasurable ride. It makes either Seiemmezzo pleasant and practical in high-speed use on the open road, as well as untiring to ride.

Thanks to the single gear-driven counterbalancer and the hefty weights in the ends of the handlebars, the engine is free of vibration at any revs. There are especially no tingles in the footrests or seat as you sometimes get at a constant cruising speed from comparable single-cylinder models or even some of the Seiemmezzo’s twin-cylinder rivals, although it does get mechanically noisy above 8,000 rpm. For this reason, I used that mark as my shift point and found myself in the fat part of the torque curve in each next gear. Lovely.

Also novice-friendly – but certain to be appreciated by more experienced riders –  is the Seiemmezzos’ responsive but well-mapped fueling. There’s no trace of an abrupt pickup from a closed throttle, just a smooth response that adds to the sense of controllability. With torque peaking at 7,000 rpm and spread widely enough throughout the powerband, there’s no point in revving it anywhere near redline.

The Seiemmezzo STR’s Pirelli Angel GT tires warmed up quickly on a cool morning, and within less than a mile of setting off, the Morini was ready for action. The wide handlebar gives good leverage for hustling the bike through turns, and it proves to be quite agile despite the conservative steering geometry. It steers very easily from side to side in a series of 3rd-gear turns, with completely neutral handling and confidence-inspiring control.

The footpegs are mounted quite low down, which adds to the sense of spaciousness in making this a bike that taller riders will also feel comfortable on. It’s possible to scrape the hero tabs on the pegs if you really set out to do so but only by adopting a lean angle that most of Moto Morini’s target customers will be unlikely to match.

Ride quality on the STR’s standard shock settings was quite hard, making ridges in the road surface very noticeable – more so than on the softer-sprung SCR version I rode immediately after, meaning this is presumably just a question of setup. But the front brakes were immediately good despite just 2-piston Brembo calipers being used up front to reduce speeds from what is not a featherweight motorcycle. I didn’t collapse the front end when I had to panic brake to avoid some escaped cows in the road on the other side of a blind bend, and braking hard on the angle didn’t see the Seiemmezzo sit upright and head for the hedges. Instead, it just shed speed, again indicating that this is a motorcycle that’s been developed by people who ride.

Swapping over to the SCR also revealed what definitely felt like a loftier seat height despite the spec sheet claiming they’re the same. The taller, more pulled-back handlebar delivered a more upright riding stance, which paradoxically made this pseudo-off-roader a better city bike than the STR roadster to ride in traffic, allowing you to see over car roofs so as to plan a route and avoid snarl-ups. However, this and some distance covered on unsealed roads with loose gravel made me use the rear brake more than on the STR, and it started to whine and lose bite as I did so. Maybe a different choice of pads would have fixed this.

I almost got bogged down getting too ambitious during my off-road jaunt when the hard stony surface turned muddy, and I had to turn round. That’s when I discovered the limitations of the MT60RS tires, which have only a nominally chunky tread pattern. I just got away with turning around in the mud without wheel-spinning my way to Sydney, Australia. Buy an X-Cape if you want to do serious off-roading on a 650 Morini.

The SCR’s softer suspension settings were definitely comfier, without bottoming out anywhere nor affecting the grip level while cranked over on tarmac, so I’d definitely switch the STR’s rear shock setup to these if I was riding one for longer. Basically, this is a city bike that’ll be ideal for commuting, with green lane capability if desired – though I suppose you could fit a properly chunky set of Pirelli Scorpion rubber on it, and you’d be left with a respectable go-anywhere model if you didn’t like the X-Cape’s distinctive styling. Your call, but what Moto Morini has here is a trio of super well-priced models that cover just about every riding possibility.

2023 Moto Morini Seiemmezzo SCR / STR Specifications

• Base Price: $7,799 / $7,499
• Website: MotoMoriniUSA.com
• Warranty: 3 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse parallel-Twin, DOHC w/ 4 valves per cyl.
• Displacement: 649cc
• Bore x Stroke: 83.0 x 60.0mm
• Horsepower: 61 hp @ 8,250 rpm (factory claim)
• Torque: 39.8 lb-ft @ 7,000 rpm (factory claim)
• Transmission: 6-speed, cable-actuated slip/assist wet clutch 
• Final Drive: Chain
• Wheelbase: 56.1 in.
• Seat Height: 32 in.
• Dry Weight: 441 lb (factory claim)
• Fuel Capacity: 4.2 gal.

The post 2023 Moto Morini Seiemmezzo SCR and STR Review | First Ride appeared first on Rider Magazine.

Founded in Bologna in 1937 by Alfonso Morini, Moto Morini was formerly a small but prestigious family concern whose sporting flair brought it widespread respect as an underdog capable of defeating larger motorcycle manufacturers, leading to deserved commercial success.

Related: Moto Morini Enters U.S. Market with Headquarters in California

The most famous Moto Morini racer was the bike widely recognized as the world’s ultimate 4-stroke racing Single – the 12,000-rpm 37-hp twin-cam 250cc Grand Prix contender on which Morini’s solitary works rider Tarquinio Provini came so close to winning the 250 GP World title in 1963, finishing two points behind Jim Redman’s 4-cylinder Honda.

By then, Morini had established a loyal following for its 125/175cc sporting Singles like the Rebello, Settebello, and Corsaro. Giacomo Agostini actually began his racing career on a Morini, attracting the attention of Count Agusta by winning the 1964 Italian 250cc title on one before switching to the far wealthier MV team. By the time he passed away in 1969, Alfonso Morini could be well-satisfied with a lifetime of two-wheeled achievement.

Related: 2023 Moto Morini Seiemmezzo SCR and STR Review | First Ride

Moto Morini’s management was taken over after Alfonso’s death by his daughter, Gabriella, who wisely diversified the company’s model line in 1973 by introducing the family of bikes powered by the ultra-distinctive air-cooled Heron-headed 72-degree V-Twin high-cam pushrod engine developed by the firm’s new chief engineer, former Ferrari designer Franco Lambertini. Debuting in 350cc form with the 3½ Strada, with later 500cc V-Twin and spinoff 250cc single-cylinder variants, more than 85,000 of these groundbreaking motorcycles were built over the next two decades, gaining Moto Morini a loyal following around the world.

This was the first volume production streetbike from any manufacturer to be fitted with electronic ignition, toothed-belt camshaft drive, a dry clutch, and a 6-speed gearbox. The Kanguro trail bike, which followed later, surfed the wave of popularity of dual-sports and was a hit in showrooms. But, although profitable, Moto Morini’s small production volume of around 10,000 bikes a year wasn’t capable of generating enough capital for the rising costs of developing a new range of bikes. After an abortive attempt in 1981 to produce an 84-hp turbo version of the 500cc V-Twin, Gabriella Morini sold the company to the Castiglioni brothers’ burgeoning Cagiva empire in 1987.

The Castiglionis couldn’t resist the chance to acquire such a historic marque, especially when it came with such a fine piece of real estate as the Moto Morini factory located in what was then a prime Bologna residential suburb not far from the Ducati plant they already owned. They commissioned design guru Massimo Tamburini to produce a modern sportbike addition to the V-Twin Morini range, which duly arrived in 1988 as the full-enclosure Dart, closely modeled on the same designer’s Ducati 750 Paso and Cagiva Freccia 125.

But while Moto Morini’s Excalibur custom models continued to sell well, the Dart’s air-cooled pushrod engine was too archaic to appeal to the sportbike customer, and although Lambertini already had its successor up and running on the dyno in the form of a liquid-cooled fuel-injected 720cc 8-valve 67-degree V-Twin of advanced design, the rival Ducati faction in the Cagiva empire headed by Massimo Bordi ensured the Castiglionis’ development cash was directed toward its own 851cc desmoquattro V-Twin design. Starved of funds, the new Morini V-Twin motor never saw the light of day, Lambertini joined Piaggio to design scooters, the Morini factory was knocked down and redeveloped (netting a tidy profit for Cagiva, helping refuel Ducati’s revival), and Moto Morini production petered out in 1992.

American investment firm TPG’s acquisition of Ducati from Cagiva at the end of 1996 brought Moto Morini with it, leaving them to find a buyer for a marque they’d ended up owning by default. In 1999, a sale was concluded to Morini Franco Motor, founded in 1957 in the Bologna suburb of Casalecchio by Alfonso Morini’s nephew, Franco. Producing over 100,000 engines a year, mainly for scooters, MFM also manufactured Benelli’s range of 3-cylinder motors, as well as the Bimota 500cc Vdue 2-stroke engine.

In 2003, a joint venture to relaunch the Moto Morini marque was formed between MFM and the three locally based Berti brothers, keen motorcyclists as well as successful industrialists. The Bertis acquired 50% of the new company, with MFM boss Maurizio Morini bringing the Moto Morini brand to the table. The marque’s former chief engineer, Franco Lambertini, had already joined MFM from Piaggio in 1997 and quickly developed the all-new 1,187cc 87-degree V-Twin CorsaCorta engine powering the Corsaro 1200, the reborn marque’s first model. The Corsaro and its later 9½ Granpasso and Scrambler sibling models established a well-earned reputation for muscular performance and mechanical reliability, which saw the Corsaro win successive Naked Bike magazine shootouts against its 2- and 3-cylinder competition.

Having reestablished the Moto Morini marque with a sound product and solid corporate structure, the Berti brothers accepted Maurizio Morini’s offer to cash in their share of the business in January 2007, transferring their half of the partnership to him and exiting the motorcycle industry. Moto Morini was back in the hands of the family that founded it – just in time for its future to be threatened by the Great Recession. The company went into voluntary liquidation in September 2009 and was sold by the liquidator in 2011 to two Milan-based entrepreneurs, investor Ruggeromassimo Jannuzzelli and banker Sandro Capotosti. Production restarted in April 2012 in a new, much smaller factory south of Milan, with the debut of a new model, the Rebello 1200 Giubileo, to celebrate Moto Morini’s 75th birthday.

Moto Morini had manufactured 4,000 bikes during its five years of existence after being relaunched at the end of 2004 up to its closure in 2010, with a maximum of 1,600 bikes produced in any one year. In 2016, Jannuzzelli took 100% control of the company and continued to invest in new models while addressing the single biggest hurdle to Moto Morini’s future success: making potential customers aware of what many considered to be the best-kept secret in the motorcycling marketplace.

In October 2018, Jannuzzelli passed on that task to Mr. Chen Huaneng, owner of China’s Zhongneng company, a maker of scooters and small-capacity motorcycles. The X-Cape was the first new Moto Morini model to be developed under Zhongneng ownership and has now been followed by its Seiemmezzo twin sisters, the SCR and STR.

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To celebrate the 50th anniversary of the MV Agusta 750S, the Italian manufacturer’s first model to sport a red, white, and blue paint scheme as a nod to the U.S. market, MV Agusta has launched the limited-edition Dragster RR SCS America. Only 300 units will be built, and all are slated for North America – priced at $28,247 to honor the 247th anniversary of American independence.

Decked out with a stars-and-stripes logo on the tank, a mix of Ago Red and Mica America Blue paint with white accents, and “America Special Edition” stitched in white on the red seat, it’s one of the most patriotic-looking motorcycles we’ve ever seen. Each bike comes with a Special Parts Kit that includes a transparent clutch cover, a dedicated motorcycle cover, and a certificate of authenticity.

At the heart of the Dragster RR SCS is a liquid-cooled 798cc inline-Triple with a 13.3:1 compression ratio and DOHC with 4 valves per cylinder and DLC-coated tappets. It churns out a claimed 140 hp at 12,300 rpm and 64.2 lb-ft of torque at 10,250 rpm. The SCS in the model name stands for “Smart Clutch System” and refers to the bike’s hydraulically actuated SCS 3.0 Radius CX semi-automatic clutch, made in collaboration with Rekluse.

Unique features include a carbon fiber cover on the rear wheel, a trio of slash-cut exhaust tips finished in black, fold-away passenger footpegs, and folding bar-end mirrors. MV Agusta claims that 75% of the bike’s components are made in Italy, including the Marzocchi fork, Brembo brakes, and Pirelli tires.

We got a first ride on the America at a press launch in Los Angeles, and the bike has a thrilling engine, agile handling (thanks in part to a counter-rotating crankshaft that reduces gyroscopic effect), and useful and user-friendly electronic rider aids. We used the MV Ride app to create a customized ride mode and to record our trip. For more details, read our first ride review.

2023 MV Agusta Dragster RR SCS America Specifications

• Base Price: $28,247
• Website: MVAgusta.com
• Warranty: 3 yrs., unltd. miles
• Engine Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 798cc
• Bore x Stroke: 79 x 54.3mm
• Horsepower: 140 @ 12,300 rpm (factory claim)
• Torque: 64.2 lb-ft @ 10,250 rpm (factory claim)
• Transmission: 6-speed, hydraulically actuated semi-automatic wet clutch
• Final Drive: Chain
• Wheelbase: 55.1 in.
• Rake/Trail: NA/4.1 in.
• Seat Height: 33.3 in.
• Dry Weight: 386 lb (factory claim)
• Fuel Capacity: 4.36 gal.

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