Morbidelli MBP C1002V test: Introduction, positioning and rivals of the Morbidelli MBP C1002V
Morbidelli MBP is the product of the acquisition of Morbidelli by MBP, which in turn is a brand of the Keeway group. Morbidelli MBP has summoned us to El Escorial for the presentation of the C1002V, the first product after the merger of names and which I admit has surprised me in many aspects. It was also a surprise to find a dozen models from Morbidelli's upcoming releases for this same year, among which there were three nakeds of different displacements (and/or number of cylinders), two trails of 125 and 1,000 cc, a scrambler and three scooter of different philosophies. It follows that the journey of Morbidelli MBP begins with many launches on many fronts and good expectations.
The nomenclature of the Morbidelli C1002V (88.4 HP, €9,990) is easy to explain. C stands for Custom. It is not 1,002 cc, but exactly 997 cc. It is understandable that it can be called 1,000, but what about two? It is the number of cylinders, so you can deduce that the V that closes the name refers to the configuration of both cylinders. The same logic will be applied to the rest of the range, with N being naked, NR for neo retro, etc.
The novelty of the Morbidelli C1002V is that, with a timeless appearance of a sports cruiser and a liter of displacement, it is capable of containing its price below the psychological barrier of 10K, well below other custom or cruisers on the market, such as the BMW R 12 (95 HP, €15,010), Harley Davidson Nightster (89 HP, €16,900), Honda CMX 1100 Rebel (87 HP, €11,250), Indian Scout (105 HP, €15,690) or the Triumph Bonneville Speedmaster (78 CV, €15,995). Note that the prices of all these motorcycles apply to their most basic versions, to which extras can be added to infinity. Except for the Honda, all of them cost around 50% more at least, and in some cases they can cost more than double, leaving the Morbidelli MBP C1002V especially attractive on paper. Everything indicates that it is the first motorcycle in a segment that is going to grow with the arrival of new members from Southeast Asia. Let's see how far it can go.
Morbidelli MBP C1002V test: Technical characteristics and equipment of the Morbidelli MBP C1002V
The Morbidelli MBP C1002V inhabits the classic cruiser style, that is, long & low, but with nods to the macho bike, by virtue of a rear tire in measurements 240/40-18 whose prominence at first leads one to think that aesthetics are above efficiency, a prejudice that reality will be responsible for dismantling after the first few meters at his command. The chassis remains hidden from our eyes, highlighting the 997 cc, 8-valve SOHC V-Twin, water-cooled and powered by electronic injection. It delivers 88.4 HP at 7,200 rpm and 89 Nm of maximum torque at 5,250 rpm. The actual consumption is below 5 liters at the pace of travel, but it would have to be measured in mixed use (city and highway). The electronics are also present and have two engine modes, standard and sport. The instrumentation is very complete, detects whether it is day or night and includes all the information you could want from an on-board computer, including tire pressure and temperature.
The lighting is full-LED. The daytime running light consists of a line that starts from the center of the headlight, as if a clock says 12 o'clock. The seat height also stands out for being low (680 mm). The footpegs are two huge platforms that are far away, where cruiser standards say they should be. The shapes of the voluminous 22-liter tank emerge as a continuation of the lines of the seat and the side covers, while in its lower part it fits perfectly with the covers of the injection body. The two exhausts, cut on a bias at their end, run parallel to the horizontal, until they reach the silencers, where they begin to rise slightly. There is design here.
The bike is certainly long. The wheelbase is 1,665 mm, but between the seat height and the fact that it weighs 268 kilos (dry), it is easy to maneuver with it by paddling with your feet. In round turns you will have to make some maneuvers. The turning radius is not bad, but the handlebars are very wide and the outside turning hand is increasingly further away.
The suspensions are KYB. At the front it is equipped with an inverted fork with 137 mm of travel without adjustments, while at the rear, the pro-link shock absorber does have preload adjustment. The brakes are J.Juan, double 320 mm discs with 4-piston calipers and a 300 mm rear disc, assisted by Bosch ABS. As you can see, Morbidelli does not save on suppliers, which will be decisive in road behavior.
Morbidelli MBP C1002V test: How the Morbidelli MBP C1002V performs
Sitting on board the Morbidelli C1002V is effortless. Once we sit on the seat, the handlebars remain in a very natural position, no adaptation is required. The pineapples are very simple, but backlit. The left pineapple governs the 5” TFT screen and it is a bit complicated to navigate through the menus, since they only run in one direction. Fortunately, to change modes you just have to press a button on the right pineapple, type on/off. It took me a while to realize its existence; When I activated it (sport mode), it took little time to return to the standard mode, softer and more organic. The sport mode is too abrupt in the power input at the first stroke of the gas, even (or especially) in sporty driving. It is contingent: if it did not exist, you would not miss it.
Going back to the beginning, when starting up for the first time is when I realize how far away the flat platforms are. It is easy to get used to it, because the center of gravity is very low and you can roll at very low speed without having to take your feet off the platforms. Doing so is not a problem either, as is activating the gear lever, which is quite intuitive. I liked the rear brake lever less, having to search for it with my foot to activate it. Once you find it by feel, it is easy to apply the desired braking, it is very meterable, I even like the touch, but it irritates me to have to search for it (I use it a lot). But the brakes that really stop are the front ones. The rear is very useful as a complement, but the power and feel are in the right lever.
Looking at the colleagues I follow, I become aware of the width of the rear tire, truly impressive. At the same time, I am struck by the naturalness with which the Morbidelli MBP C1002V moves. I expected a motorcycle that would be slow at the entrance to the curve and thick to move from side to side, but nothing could be further from the truth. I don't know how many hours have been dedicated to the development of this model, but the feeling is that there have been many, because its performance is truly remarkable. Not only in the cycle part, the engine is very smooth, does not vibrate and is certainly elastic. In the first stages, in the urban area of El Escorial, I was surprised by its finesse. I also thought the seat was very comfortable. Now on the open road and after quite a few kilometers, the seat was no longer as comfortable, but the engine was still smooth at cruising speed, a delightful circumstance with this machine. But if you squeeze the throttle, you find an engine with punch and the desire to stretch its legs, which fits with the maximum power and torque figures at high speeds.
On curved roads it gives you very good stability. Obviously, you have to be aware of what you are doing. If you get really rumbero, the exhausts and platforms rub, but much later than you expect depending on when most of its rivals rub. It's easy to find yourself riding faster than you think, because the Morbidelli MBP C1002V operates stealthily, but effectively.
There are details that attract attention, such as the mirrors. They're not very big, they don't protrude from the handlebars, but how good you can see through them! Simple and pretty. There are other finishing details that are not so popular, such as the visible wiring on the long handlebar or the appearance of the information on the TFT screen, perhaps more in line with what is expected on a naked or sports motorcycle. These are details that do not influence its effectiveness and that you really forget when you get on the motorcycle and lower the helmet visor. When you get off the motorcycle with a smile, the memory of what you paid for it will prolong its effects.
