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<strong>GIRO</strong> <strong>DAY</strong><br />
Q Not the fastest or most<br />
elegant, but a fine Giro steed<br />
Q Bike is a veteran of<br />
CB-sponsored Mini Giro GB<br />
1954 MOTO MORINI TOURISMO<br />
A DEFINITE CONTENDER FOR ‘IDEAL FIRST MOTO <strong>GIRO</strong> BIKE’<br />
Engine: air-cooled, 172cc, ohv single Chassis: Steel, tubular open-cradle type The numbers: 5.8bhp, 58mph, 101kg (223lb), £3500<br />
The Moto Morini Tourismo clattering busily away beneath me<br />
may not be the most exotic – or, indeed expensive – of our mini<br />
test fleet today, but it certainly scores highly on rider friendliness.<br />
A home-made small-end bush that’s on the way out after five years<br />
of hard use explains the rattly top end, but its excellent ergonomics<br />
and torquey power delivery make me feel instantly at home on it.<br />
Proudly wearing peeling numberplates from the Classic Bikesponsored<br />
Mini Giro Great Britain in 2009, Pete di Pasquale’s<br />
black and red Tourismo amply proves the point that you don’t<br />
need the fastest, most collectable or most valuable machine to<br />
thoroughly enjoy the world of Italian lightweights. The gearlever<br />
has a fairly long throw, but with fourth gear in the up-for-up<br />
gearbox engaged, there’s little need to change down, save for the<br />
biggest hills. That softly-tuned little ohv engine just keeps<br />
chugging away. And, though the brakes are ‘only’ half-width hubs,<br />
they’re quietly effective – as I discover when I roll over a brow to<br />
be confronted with a steep drop and right-angle bend. If I was<br />
heading off to Italy to tackle my first Giro this year, I’d be very<br />
pleased to have a bike like Pete’s Morini to share it with.<br />
As you might guess from his name, Peter di Pasquale has more<br />
than a drop of Italian blood in him. In fact, his Christian name is<br />
Piero and he was born in Terni – the home town of the club that<br />
revived the Moto Giro d’Italia back in 2000. There’s no way Pete<br />
– a Kent resident for more than 30 years now – wasn’t going to<br />
take in a Giro or two. And in 2000, he got the call from Giuseppe<br />
– another of today’s band of brothers. “The trouble was,” Pete<br />
recalls, “I didn’t have a bike to do it on. So I started looking and<br />
spotted this Morini for sale in the VMCC magazine.”<br />
Pete offered the owner a swap for a Benelli 254 and a deal was<br />
done. “I don’t know if I got the best of it, though,” he continues.<br />
“The Benelli was on the button, but the Morini was in a bit of a<br />
state. Still, I had a Giro-eligible bike and two months to sort it out.<br />
The dynamo was faulty and I couldn’t find a replacement in time,<br />
so I took a spare battery and charger and charged the battery<br />
every night. I made it through three days like that. The following<br />
year the electrics burnt out completely and the engine seized, so I<br />
vowed to sort the bike out properly before the next event.”<br />
Pete bought a replacement dynamo and a spare engine. “I<br />
thought I’d sort the spare engine and fit that,” he says. “Then I<br />
could go through the original engine and make a proper job of it.<br />
The ‘new’ engine needed a piston and I couldn’t find one<br />
anywhere, so I bought a pair of NOS BSA A7 pistons – the A7 has<br />
the same bore and stroke – and used one. The BSA gudgeon pin is<br />
a larger diameter than the Morini one, so I had to machine some<br />
brass bushes to suit. I should have used bronze, but I couldn’t find<br />
any at the time. The brass bushes have lasted five years, but they’re<br />
about shot now. That’s why the top end is rattling so badly.”<br />
But now the original engine is ready to go back in. “I’ve fitted a<br />
new conrod with the flywheels bored to accept the A7 gudgeon<br />
pin,” he says. “It also needed a new gearbox selector shaft and I’ve<br />
made up new bushes for the rockers. The lubrication to the rocker<br />
shafts is a bit marginal, so they wear. I’ve also got Power Dynamo<br />
ignition for it, so it’ll be good to get it back in the bike now.<br />
“It might not be the fastest bike in its class, but it comfortable<br />
and reasonably torquey – two important attributes for a bike<br />
you’re spending six long days on. The tank is usefully large and<br />
fuel consumption is great. I can get 70mpg from mine.”<br />
OWNING ONE: Spares are getting rare, although North<br />
Leicester Motorcycles (northleicestermotorcycles.com) can help<br />
with some parts. The simple, under-stressed engine is easy to work<br />
on but you do need to check the oil feed to the rockers.<br />
48