Morini Interview translated by Steve Hough

13 Мар 2015 | Author: | Комментарии к записи Morini Interview translated by Steve Hough отключены

Moto Morini 250 T
Moto Morini 250 T

Moto Morini Interview

It like this

The affairs of the firm as recollected and commented on by two characters, Gianni Marchetti Manager from 1946 to and Franco Lambertini (Technical from 1970 to 1989). the scenes revealed, decisions

Interview with Marchetti

It is that the moment of crisis have been overcome and we have continued

So Gianni asserts today, re-examining the situation at the end of the 1980s. He continues: The was healthy, it didn’t have, and had had, debts. Despite the production restraints imposed by the new law, it could none the therefore, survive and look to the good times with adaptable designs..

So why was it then up?

After the … of Alfonso in 1969, the business was passed on to his daughter, Gabriella, a lawyer. to a physician, owner of a clinic, she had no Devoted to her father, she really to her heart the future of the business.

No woman would have had the to devote herself to the Firm she did. Unfortunately, in the 1980s, had become a hotbed of Trade

Persecuted by heavy confrontations, had been reduced to entering the by the back door. So when she the slump of the Custom market at that time was the backbone of the production line) she could not it going. But the biggest reason this serious decision was the

Is it true that the business was up for six billion lira?

After a at Morini, I preferred to stay from the negotiations. I can not therefore the figure.

What type of was Alfonso Morini?

He always did it on his own, climbing the without putting a foot Master of the subject in all of its facets. He had a good nose for sporting He was an optimist, approachable, he listened to

He helped so many people, he who had help from anyone. He was a worker

Didn’t he do everything with the sporting activity?

It was his passion, not only for the competitive of view, but I would say, for the mechanical one.

How did he go about a new model? Who were his closest

Firstly he outlined his ideas and them with the Technicians, the prototype was sketched. After testing, they drew up the designs. An anomalous procedure however, he always used. His were, Dante Lambertini, Lugli, Franco Marchesini and his nephew Franco Morini, who in the was to merge the homonymous construction of

How did he expand the factory? What place exactly?

The first was at 1 Via around 700 covered square with one hundred employees. in 1955 came the move to a property at 7 Via Bergami (6.000 square meters), that to employ a maximum of 150 people. The and some components such as the came from outside, but all the workmanship and assembly took

When did they reach the of production and with which

During the boom of the 125, the year 1960, we were 9,000 Corsaro’s per year. the boom deflated, we remained on figure thanks to the success of the 50. In the good years of the twin we made 6,000 — of them per year

which was the successful model?

Each model was bound to its period and it answered the requirements of the It is not therefore possible to assign the title. However the best Morinis have been the 125 two the 175 four …, the Corsaro and the 350

The Briscola 175 of 1956 was a poor with trailing link suspension. Then the GTI 250 of 1966 and the 50 moped of 1971. However, in these cases, Morini was not too affected

How well did the exports go?

Up to the of the 350 our output was not very interesting to the markets, it was destined almost for domestic consumption. But, we 30% of the Twins, for use in Germany, Holland, France and England

Was it not a little bit for a firm like Morini to the design of the Turbo and to then it after having promised the deliveries for September 1982?

It as if the Turbo was destined to burst But it was fearfully expensive. Besides, the that Alpha Avio us at some point were not Just as well, because the of the turbo was short lived

Is it that at this time you had approached by Harley-Davidson to create a Italo-American Duo Glide?

I can confirm the And I can add that they were not


To strengthen the works 125-150 four … for this was my first assignment at This is how Franco Lambertini to unravel the skein of his memoirs. It was and the two … was becoming more and menacing.

For the usual questions of the assignment didn’t allow me freedom of action, in fact, I had to the result changing the design of the in the least possible way, it had valves operated by pushrods and Then, based on my previous experience, I designed a flat head with combustion in the top of the piston, also the inlet and curved exhaust port so as to up turbulence and best exploit the

With what practical

The power output of the 125 was raised 14 to 16.5 hp, that of the 151 (which in the 175 class) from 15.5 to 18 hp, all at the wheel. There was also an in torque, as demonstrated by the lowering of the revs, from 10,200 to for the 125 and from 9,200 to 9,000 for the engine. There were benefits to the longevity of some like the crankshaft

Excellent but why were they not applied to models?

We only made of the works engines but really year we interrupted the sporting in order to concentrate on the preparation of the new 350

Why a capacity that Morini had not before?

It was the best compromise performance, cost, pollution, and Besides, this capacity was the accessible by youngsters between 16 and 18 of age

How long was the gestation?

I drew up the in a few days, at the end of 1970. Eight later the motorbike was on the road. We it at the 1971 Milan show, the air filters still out in the open.

we put them under the tank. was the most apparent of the changes before sales began, in the of 1972

Were the smaller and versions anticipated in the original

Yes, the engine was conceived as not only as a twin cylinder but as a single, eliminating the rear Obviously in order to use the same and to reduce maufacturing costs

Looking back, which was the version?

The 350 most hit the target, happy was the Single, especially the 250 vibrated in spite of its flexible mountings

The Twin introduced exclusive technical solutions, already experimented with in the Regolarita Corsaro, others firsts like the belt raised camshaft in order to use pushrods. Why not risk still by adopting an overhead cam (and four valves), electric and some form of anti-vibration?

I had designed a belt driven cam with four valves, starting, swing arm pivot through the cases, but had to drop for reasons of expense. Note that at that time in there were no suitable starters available. As soon as were available, we used in the 500. That was in 1977

Moto Morini 250 T

The diameters seem small, that of the exhaust, why such sizes?

It was a concept that from competition cars, to a high exit velocity for the gases (about 30% faster) to the arrival of fresh gases in the chamber. In truth, that’s why the did not produce high power but had torque and reduced consumption. to the good combination of various of which I have already we established I believe a record 190-220 gr/HP/h over a rev range. The optimal rapid and combustion allowed us to reduce the spark advance drastically and to in full the strict Californian standards

The ideal V is one of 90 degrees. Why did you use

In order to make the engine compact and keeping it compatible the needs of balancing. In this way the masses were kept and in fact the vibrations were than those of a 125 single four … of the time

The Morini Twin cylinder in production for more than ten How was it improved over time?

with alterations to the timing, and exhaust. So the power output of the 350 from 32-33 Horsepower at revs to 37-38 at 9.200

it was not all rosy. You remember when rods kept breaking massive engine damage?

was a painful period. Afterwards we that there were in the stamp formed connecting rod We went on to use bolts with and the nightmare vanished

Why did you not officially competition with the Twin?

The was there and in the first years the prepared opportunely, could a certain competitiveness. But the cost of was enormous, it was therefore excessive in to the Firms sales volumes.

a notable amount of courage, you and produced the prototype of a turbocharged Why did you take an interest in this and when did you begin to work it?

The results achieved by the Renault One engine impressed me. It produced double the power of the corresponding aspirated engine. And in fact, the Turbo produced 84 Horsepower at revs against the 42 at 8,500 of the aspirated version.

I started in 1979, the motorbike was tested in covering a good 70,000 and displayed with great at the Milan Show in that

And then why bury it?

At the same show we had shown with success the off road Kanguro With the available resources, we not start to produce two new models. It was necessary to choose one and we decided on the

Besides, I don’t deny the Turbo would have some suffering to normal

When did you begin to work on the new Which capacities were to be made in?

The times had changed, the were still modular but to be in 350cc, 500cc and 750cc In 1986 the first series of the were ready. The larger version developed 86 Horsepower.

Why did you the angle from 72 to 60 degrees?

To the overall dimensions, espescially of the largest capacity version. In the angle of 72 degrees would been too open.

What improvements as regards the preceding

Everything changed: over single cam driven by silent four valves per cylinder, cooling, contro rotating shafts.

Why were they up?

The new owners made it know they already had an excellent cylinder engine.

Also to the the question on the fate of Morini: it still be alive today it had not given up?

I am convinced of it, we did not have to large numbers in order to going, 2,000 motorbikes in a would have been besides the Custom market was to recover after the helmet And Morini would have benefitted

The above was translated an article that appeared in the motorcycle magazine MOTOCICLISMO in May 1996.

Moto Morini 250 T
Moto Morini 250 T

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