Hi my name's John and I'm a collector of classic and vintage motorcycles and today
I'd like to show you my 1975 Moto Morini three-and-a-half Sport. Now Moto Morini is a
brand that isn't that familiar when compared to Ducati and MV Agusta or Moto Guzzi,
but they're an Italian company that were founded in the 1920s by Alfonso Morini and
right through until the late 1960s were manufacturers of quite small capacity bikes
such as this Corsaro here behind me, this is a 1963 model. 125cc. But they made well built,
well engineered, teenager proof if you like, small capacity bikes. During this period as well they
were very successful at the racing market in terms of their national series which was up to 175cc,
and they were also pretty successful in the international racing scene as well. In 1963 in fact,
they finished second in the 250cc World Championships. Tarquinio Provini was their
main rider back then who was very well known, and even the legend that is Giacomo Agostini
cut his teeth riding these in the National Series in Italy before he went on to bigger better things.
In 1969 Gabriella Morini took over the business from her father, and one of the first things she
did was to bring across head Italian engineer from Ferrari, a guy called Franco Lambertini,
and he set about designing a 350cc V-twin engine. And in 1973 Morini launched this,
the three-and-a-half Strada, touring model if you like, with this beautifully new design, all alloy
engine, 350cc, V-twin engine. A year later that evolved into, or to be joined by, the three-and-
a-half Sport which I suppose if you like, is the Cafe Racer version of the Strada shown there.
So some interesting features about this engine are first of all, cylinder heads. So this was one
of the first production motorcycles to have what's called a Heron head. So the cylinder head is flat
and the combustion chamber is actually within the top of the piston. That gives some advantages on
performance, fuel efficiency, but also keeps the cylinder heads quite small and compact, helps
keep it lighter weight. That was a technology that was brought across by Lambertini from Ferrari, and was
used in Formula 1 at the time, but wasn't really common in the motorcycle world until much later.
This engine also has full electronic self-generating ignition and this twin
carburettor. A dellorto is on there as well. It's a 35 horsepower engine that although it's a four
stroke actually revs a little bit more like a two stroke, and that's what gives it some of its unique features really.
It will red line at sort of 9,000 revs, and the power really kicks in above five-and-
a-half thousand so it likes to be worked hard. It comes with a six speed box, twin exhaust, and really
for me is probably the last of the real cafe racer style bikes. If you think the first one was
the Gold Star, this was probably the last with the big drum brakes, the hump seat, and the clip-on bars.
Another interesting feature about the Morini engine is that the gear change
was on the right hand side and remained on the right hand side through the 70s. So it makes it
familiar for guys that ride classic Brit bikes, this is where you want it to be. See all the
Japanese bikes by then had gone left hand change. So it makes it easy for me with lots of other
old Brit bikes to get on this and go out and ride it. So these were very high quality bikes
and very well engineered, and the most distinctive and aesthetically pleasing feature about this bike
in some ways is this enormous drum brake. So this is a Grimeca brake. It's actually way too large
for a bike of this weight, the bike only weighs about 140 kilograms wet. So it is a bit overkill
but it looks the business. And they only made this bike with a Grimeca brake on the front
for about 18 months, so these are the ones that the collectors really want to get hold of if they can.
Also got the Borrani alloy wheels and just really sets it off. This brake in fact was more suited to
the larger bikes where it was used such as the Ducati 750s and the large Benellis, but
it does look the business on this. Another aesthetic feature about this bike that I really
like, the best angle for me is when you see it from the rear. Having two exhaust pipes and silences out
the back really gives it that racing stance and makes it sound really impressive. Unlike other
V-twins such as the Vincents for example where they went a two into one, they kept with the twin
pipes. So being the three and a half Sport this has got the clip on handlebars which give it a really
aggressive racing stance when you're on the bike. Now that's great, bit like a BSA Gold Star.
You do sacrifice the comfort though. The seat is pretty well padded and you can
get a decent position on it, but after half an hour, 40 minutes you know you've been on
the bike. But the benefit is that it makes it very flickable and the handling is excellent
through the corners and the bends. So you get the enjoyment from that. One criticism though,
I would say, is that you could do with a set of rear sets on it. The foot pegs are too far forward,
and these are the same pegs that they used on foot rests on the Strada over there. What it means is
you're a bit like a jockey when you're riding this bike. It'd be better if these were set further back.
But that's an improvement you can make and there are kits available. But I've kept this one original.
Okay so for the cockpit, if you like, it's dead basic on these. So even in 1975, this one is a '74,
it's a pretty basic layout. You've got your rev counter which is an electronic rev counter,
which is fine when it works but it's not quite as reliable as some of the mechanical
ones shall we say. You've got your speedometer there which this is an Italian bike so
it's all in kilometres. And then basically just ignition on off lights with high beam low beam.
And that's about it. No indicators on this bike, didn't come with them as standard. You just
wave your arm out accordingly and let people know. Another feature to point out the difference
between the Sport model and the Strada was that the Sport also included this steering damper.
Try and stop any tank slap as you're rattling along. Not really required on
a bike like this to be honest, but all the proper sports and race bikes of the day did have them, so
it helps give that sporty package appeal as it were. Another quirky feature about these Morinis
which I've never seen on a bike before or since, was the fuel taps. You see on this side we've
got a standard manual fuel tap, but they're all fitted as well. The main fuel tap is electronic so
when you turn the ignition on the little solenoid there which opens the fuel tap and feeds the car.
Again a unique feature to Morinis and one that adds to its character.
There aren't many Moto Marinis around today and there's two reasons for that. Firstly they
were a very small company. They weren't built on a large production line and they were just
bench built, if you like, and I think the capacity hit up to 20 bikes per day in their peak in the 70s.
And another reason, or the main reason probably, was the fact that compared to other bikes of the
period these were very expensive. As with all Italian bikes they were pretty expensive but
the 350 Morini here was even more expensive
than a 750 Triumph Bonneville or Norton Commando. So you were getting quite a small capacity machine
and having to pay more for it, which again restricted sales and appetite for them outside of
Italy. These Moto Marinis were genuine all Italian machines in terms of they were built in Bologna,
but all the other ancillary components as well were sourced from their home market. So
the Italian clocks, the Grimacer brake, Borrani rims, the Marzocchi front forks and rear shocks as well. So
a real all Italian machine. And one of the best features about these bikes are their
handling. They're relatively short wheel base, which helps. Very compact machine, lightweight.
But the frame design as well is pretty interesting. So it's a twin duplex cradle frame, so there's two
down tubes that wrap all the way under the engine, bit like a Featherbed Norton. Single tube at the
top, and swinging arm at the rear. But the way it's set up in the geometry of the bike
really does make it very flickable on A and B roads, and really good fun to ride. When you're
out riding this bike it's a very engaging ride. The power comes in well above 5000 revs so
with the six speed gearbox which is pretty close ratio, you're changing gear far more often than you
would with a British single for example. This means you're more involved with the bike and you feel
like you're part of the machine. It also sounds really good when you get up the rev range.
This bike is actually the most modern machine in our collection.
I like that for its ease of maintenance and its reliability. One feature as well is that it's
a wet sump so all the oil is kept in the sump rather than having a separate oil tank.
These are really oil tight engines as well which is great. To get under the seat simply undo the
knobs each side, lift her up, off she comes, and there we have
your access to your battery. Get the tank off there when undoing the straps. And in this one actually it
has an original tool kit which is quite nice. Seen some action over the years by the looks of it but
you've got your basic spanners and bits and bobs if you need an emergency repair when
you're out on the road. There we go. Starting procedure on these, fairly straightforward.
Each carburettor has got its own choke. Pop that up there, pop that one up, turn the ignition key,
a little click there means that electronic fuel tap's opened. Kickstart left-hand side
for Italian bikes, don't ask me why, just what they did. But we'll give her a kick and see how we get on.
Get the choke off now, get it warmed up a bit.
It's a cold start so we're just get...
get it warmed up a bit.
There we go.
So we haven't had this bike that long actually but one of the first things I did was to
join the local Morini club, and they've been really helpful in trying to understand exactly how
these bikes work, where to source parts from and also going out to various club meets and
going out and hanging out with other guys that have got these bikes. They are rare machines and
it's good to see a group of them gathered together and to see other enthusiasts enjoy these as well.
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