Moto Morini Seiemmezzo SCR test: Introduction, positioning and rivals of the Moto Morini Seiemmezzo SCR
The acronym SCR stands for the Moto Morini Seiemezzo SCR (61 HP, €6,990) as the neo-retro naked scrambler, within the range of medium-displacement motorcycles from the Italian brand that, in addition to its roadster sister the Seiemezzo STR, includes the trail X-Cape, the custom Calibro and other models to come.
With 650 cc of displacement, it lives halfway between other competitive models that flank it in displacement, above or below. All of them have one eye (if not both) on users with an A2 card.
With smaller displacement we find motorcycles such as the Honda CL500 (47 HP, €6,750), Fantic Caballero Scrambler 500 (40 HP, €7,290), Husqvarna Svartpilen 401 (44 HP, €6,369), Benelli Leoncino 500 (47.6 HP, 6,590 €), Macbor Eight Mile 500 SCR (46.94 HP, €6,999) and Voge 525 ACX (47.6 HP, €6,289).
If we look at rivals with more displacement, all twin-cylinder, we find the Fantic Caballero 700 (75 HP, €9,990), Benelli Leoncino 800 Trail (76.2 HP, €8,590), Husqvarna Svartpilen 801 (105 HP, €11,949) or Yamaha XSR 700 (73.4 HP, €8,499).
If you look closely, the Moto Morini Seiemezzo SCR surpasses its smaller displacement rivals in power, while its price is closer to those than its larger displacement rivals.
With a very reliable engine and the use of good components, Moto Morini plays the quality-price-performance card, in search of the magical fit in the sales lists.
Moto Morini Seiemmezzo SCR test: Technical characteristics and equipment of the Moto Morini Seiemmezzo SCR
Simplicity well understood is Moto Morini’s weapon when it uses a DOHC parallel twin-cylinder powertrain platform without pushing it to the maximum, as it produces 61 HP at 8,250 rpm. It is not an astronomical figure, but enough to lose all the points on the license.
In addition, it delivers 54 Nm at 7,000 rpm, but in a curve without bumps that, helped by a not very long development, allows good accelerations and recoveries from any speed without difficulty. The maximum speed is estimated at 170 km/h.
The cycle part seems simple in its conception, but it is very well equipped. The chassis is a tubular steel, while the swingarm is a double aluminum arm, to which a very attractive lateral monoshock is anchored -without links- on the right and adjustable in extension and preload.
Its travel is 120 mm. Under the swingarm, also on the right side, appears an exhaust that integrates perfectly into the design of the motorcycle and gives it a very dynamic look.
The front suspension is provided by a 43 mm Kayaba inverted fork with 120 mm travel, with the same adjustment possibilities; a luxury in a scrambler. The wheelbase is set at 1,425 mm, the seat height at 810 mm and the dry weight at 200 kg. It is not the lightest motorcycle, but the truth is that it does not weigh on the kilos, neither running nor stopped.
The seat is very comfortable and with my 178 cm it is very easy to reach the ground with both soles and row with my legs to move while standing. The space for the passenger is not as comfortable, harder and less spacious.
The shapes of the tank anticipate the contour of your legs, both standing and sitting, and together with the small opaque screen and the mixed front fender (raised at the front and almost attached to the wheel in its rear half), they provide a neo image. most suggestive retro-apocalyptic.
The spoked wheels are to blame, as in sizes 120/70-18 and 160/60-17 they fit magnificent Pirelli MT-60RS, much stickier on asphalt than their mixed appearance suggests.
The brakes are provided by Brembo: double 298 mm front discs, clamped by axial floating double-piston calipers. The lever is adjustable (also the clutch lever). Behind it is a 255 mm disc bitten by a two-piston floating caliper. Quality in abundance.
The pinecones are backlit, very useful for managing the menu from the 5” TFT screen, which integrates all the desirable information: speed, rev counter, clock, fuel level, coolant and ambient temperature, gear engaged indicator, in addition to the warning light. reserve, service reminder and eye, tire pressure sensor.
You’ll notice that I’ve left the odometers on. Although they appear in the two lower corners of the screen, you will not be able to read them, since the cables and hoses that come from the grips and converge on the handlebars will prevent you from reading them, unless you sit up and look from above. An aspect to review.
It contrasts with the good finishes that we can see in the seams of the seat, truly exceptional for its comfort, the fuel cap with bas-relief of the Moto Morini logo, or the side tank protectors, which prevent the knees from slipping on the tank.
The electronic injection and ABS are all the electronics that you will find in the Seiemmezzo SCR, because it does not have engine modes or traction control, although it does have full-LED lighting and DRL daytime running light, which acts on the perimeter of the round headlight and that emits a lot of personality. It is also up to date through the connectivity option with your mobile phone via Bluetooth.
Moto Morini Seiemmezzo SCR test: How the Moto Morini Seiemmezzo SCR goes
The first thing that catches your attention on board the Moto Morini Seiemmezzo SCR is the riding position. The curious thing is that, although it is not a very common position, it is comfortable. The handlebars are very wide, but they are at the right distance and height for your hands to rest on.
The footpegs are very far apart. They share support with the passenger footpegs and although their engine is not especially wide, the distance between your feet is.
My conclusion is that it is deliberate, because combined with the seat, very comfortable but peculiar in its shapes, it results in a very comfortable position, even standing. The legs fit the shapes of the tank and despite the peculiarities described, at the controls the whole thing feels very natural.
Once underway, everything comes with absolute ease. The change is fast and precise. After seeing the figures on paper, I expected to have to rev the engine a lot to get the best out of it, but I found a very pleasant engine, which revs easily and also has a good torque reserve at mid-range. .
It is true that pepper is on the top shelf of the pantry, which you rarely reach during your daily drive, but when you do, it gives you that spice that you expected.
The Moto Morini Seiemmezzo SCR is shown as a motorcycle that, except for the load capacity, is a very versatile motorcycle, making your life easy in all conditions. From its adjustable levers and in that “wide” position, you can feel that the clutch is very easy and the brakes are effective.
You can see that, in addition to outings on roads and tracks, the suspensions of the Moto Morini Seiemmezzo SCR are very suitable for the city, both for going up and down sidewalks, as well as for suffering the potholes and traps that Madrid’s asphalt presents.
In sports driving they work much better than expected, just as they come standard, and can be tuned in preload and extension. With 120 mm of fork travel, it is normal for there to be some sag under braking before entering a corner, but the Seiemezzo SCR gives you a natural entry, either while riding or by compressing the suspension when braking.
In this second case, you can feel how the Pirelli MT-60RS grip and inform you that, if you want, they can handle more workload. The bike is obedient on the line and allows you variations in it, it forgives mistakes. In fast curves, the distance between the axles helps to perceive flawless stability. That is, trust.
Being a scrambler, you know where you are and how far you can go; It is at that moment when your perspective on the Seiemezzo SCR completely changes and your class prejudices evaporate. What begins as a scrambler test turns into a very fun week.
Beyond its pretty face, it is a good motorcycle, one of those that you stare at when you have to return it. I have to meet his sister.
