Published in: Bikes
Moto Morini Vettore 450 Review: The Moto Morini Vettore 450 is a middleweight adventure motorcycle that blends real-world power, long-distance comfort, and approachable ergonomics into a highly capable ADV package. For riders considering a Moto Morini Vettore 450 for commuting, backroad exploring, and multi-day adventure rides, this in-depth review covers on-road manners, off-road performance, suspension, electronics, luggage options, and overall value.
As a true ADV enthusiast and rider of motorcycles both on-road and off-road for over 40 years, the search was on for a bike with a perfect balance of agility, capability, and affordability. The Moto Morini Vettore just might be the ticket.
After 2,000 miles in the saddle, this motorcycle can be summed up as one that isn’t for everyone, but is a motorcycle that anyone can ride—and have fun on!
• Reviewer’s ADV Background
Riding motorcycles for a lifetime and entering the ADV space in 2008 on a BMW R1200GSA and KTM 950 Super Enduro provides some context for how and why the Vettore 450 is evaluated here.
Those big bikes were wrestled down single track and ridden across the country, accumulating over 200k miles before stepping up to a KTM 1190 Adv R. In 2023, tired of wrestling large machines off-road, a KTM 390 Adv was added to the stable as an inexpensive and more manageable option in the off-road ADV fleet.
Two years and 35k miles later, the 390 had served well, but it had limitations. Nearly 1,500 miles were also logged on the CFMoto Ibex 450, a very comparable machine. Enter the Vettore 450. How would it compare?
• Engine and Power
Bottom line, the 270-degree crank of the Vettore 450 delivers a mellow but intoxicating sound with just enough power. Upon fire-up, the motor starts smoothly and purrs quietly, unlike its orange contender in this lower-cc middleweight category.
With 449cc producing 44.8 hp (33.4 kW) at 8,500 rpm and 31 lb-ft (42 Nm) at 6,500 rpm, this bike has enough power to get off the line quickly, is fun to ride at speed, and is capable of passing cars quickly and easily even at highway speeds. Oh, and it is smooth—super smooth.
While the Vettore is smoother (due to the second cylinder) and has more torque (2 to 3 lb-ft) over the orange competitor with nearly the same power, it also carries a wet weight that is nearly 80 lbs heavier. More on that in a bit.
Off-road, the motor of the Vettore is at home cruising in 2nd gear and is very capable of blipping off of waterbars, jumping down the trail. It feels much lighter and more manageable than most full-size and even middleweight adventure motorcycles. Torquey and fun with plenty of power would be the off-road summary.
• Wheels, Suspension, Braking
When it comes to wheels, suspension, and braking, the Vettore is a mix of class-leading tech and on-par features. Thankfully, the Vettore 450 rolls on 21″ front and 18″ rear tubeless cross-spoke wheels (similar to BMW and Suzuki), which allows fitment of all popular, top-performing ADV tires.
From the factory, the wheels are outfitted with CST Ambro A4 tires, which are very similar to the Pirelli Scorpion Rally. They are great on the street, even in the wet, and they hold their own off-road. The downside is that they wear out quickly. At 2,000 miles, the rear is about three-quarters worn and nearly ready to be replaced.
The wheels are appropriately sized for the bike with a 90/90-21 front and a 140/70-18 rear. That rear size is not common in the USA, but there is plenty to choose from in 140/80-18, which gives a touch more sidewall, rim protection, and ground clearance.
The long travel KYB suspension isn’t “race level,” but it is fully adjustable, capable, and versatile. With a claimed 8.2″ of travel in the front and 7.5″ of travel in the rear, this bike is ready for adventure.
Out of the crate, the suspension feels a bit stiff, which is preferable to overly squishy, soft, and non-adjustable setups. As the bike is set up for a 165 lb rider, the rear shock preload adjuster was loosened and maxed out, which eliminated bottoming out when jumping speed bumps and charging into speed dips in parking lots and side streets.
Off-road, the KYB adequately soaks up bumps, allowing for smooth transitions across washed-out roads and even landing jumps at the local Off Highway Vehicle park without bottoming. This is a huge improvement over the first-gen orange 390 or Royal Enfield’s Himalayan 410 / 450.
Refinements to the suspension would be nice, but as it sits, the fully adjustable components allow the Vettore to take bigger bumps, handle uneven terrain, and be fine-tuned for how soft or firm the bike feels on all surfaces. This is ideal for daily commuting, light enduro, and even adventure rides—solo, fully loaded, near or far. The Vettore can do it all, perfectly capable of any BDR, a trip to Alaska, or even a trip around the world. It gets the job done.
When it comes to stopping power, the Vettore 450 stops easily when asked. Up front, there is a 320 mm single front disc with a 4-piston radially mounted J.Juan caliper and Bosch ABS, which is always active.
In the rear, braking is handled by a 255 mm rotor with a single-piston J.Juan caliper and switchable Bosch ABS. The rear ABS automatically turns off in Off-Road mode or can be turned off manually even in Street mode, allowing for manual braking with traction control still enabled.
This system offers ample and confident stopping power both on the highway and in trail conditions. (J.Juan is a reputable Spanish brake component manufacturer that also supplies parts to higher-end bikes and is part of the Brembo group.)
• Body, Weight and Geometry
The Moto Morini Vettore 450 can best be described as a mini-T7 in size, motor, and appearance—or even a fraternal twin to the CFMoto Ibex. While the Vettore shares the frame, chassis, suspension, and wheels of the Ibex 450, the ergonomics, cockpit setup, electronics, lighting, and bodywork are all uniquely Moto Morini.
A very narrow tank gives the Vettore 450 a lean profile, a welcome contrast to the wide Ibex 450 tank. Capacity is 4.9 gallons or 18.5 liters (nearly half a gallon more than the Ibex), enabling a routine 220 miles of range between fill-ups.
At the gas station, the dash will optimistically show a 265-mile range, but in real-world use the tank has been run bone dry at 225 miles. A 30 oz MSR fuel bottle added only 12 miles before the bike had to be pushed to the station, so planning fuel stops carefully is wise.
During daily rides and weekly commuting, fuel economy sits around 47 mpg consistently. On meandering backroads and moderate dual sport rides, averages have jumped to nearly 55 mpg, which is likely typical for riders not holding 80–85 mph on CA freeways.
The elephant in the room is the overall weight of the Vettore 450. On paper, Moto Morini claims a dry weight of 419 lbs (190 kg), and although a wet weight is not officially published, unofficial figures put it at about 430 lbs.
Rolled bone stock onto a freight scale, fully fueled, the bike weighed 466 lbs. That’s nearly 80 lbs heavier than the published weights of the KTM 390 Adv R at 388 lbs and the CFMoto Ibex at 386 lbs.
The Vettore does come stock with a center stand, rear cargo rack, and grab handles, but despite the numbers, the weight difference does not feel like 70+ lbs on the trail. In fact, the Vettore feels lighter and more flickable than the CFMoto and is easier and more comfortable to ride than the 390 Adv R—go figure.
On the road, the weight makes the bike feel more stable and more planted, and it is less affected by wind at highway speeds. Off-road, the weight is no more noticeable than on the Ibex or the 390.
In terms of comfort, the Vettore offers a lot of adjustability in the rider’s triangle. The seat is low enough for most riders to touch both feet to the ground and even flat-foot it, with a 31″ seat height.
For taller riders, this can feel a little cramped out of the box. The distance between seat and pegs is fairly tight, and the feet are swept back slightly more than ideal.
Removing the tall rubber cushions in the footpegs, which are designed to reduce vibration, adds nearly 1.25″ of additional legroom and transforms the feel. Thanks to the smooth engine, the lack of rubber inserts is barely noticeable, even on a 450-mile day.
Another initial quirk is the handlebar position. The bars are low-slung with a lot of pullback, but the bike actually offers substantial adjustment. The risers can be flipped, allowing the bars to sit closer or further from the rider, and the triple clamp has three drilled and tapped holes, giving a total of six bar positions. This is a unique Moto Morini feature that allows for a wide range of adjustability.
Raising the bars in the clamps immediately improves comfort. Further fine-tuning is available later, but even with basic adjustments, all-day comfort in the saddle and while standing off-road is easily achievable.
The windscreen is adjustable on the fly, which is a big plus over some other bikes in this category. It does not move up or down, but instead pivots so the rider can push it away to change the trajectory of airflow.
Pushed fully away, airflow tends to hit directly at eye level, which can be uncomfortable. Pulled all the way in, the wind is directed at the tops of the shoulders, causing a bit of a bobblehead effect. Rider height will affect the sweet spot, but halfway in the middle sends wind to the helmet while keeping the chest largely out of the blast.
As for colorways, multiple colors appear online, but in the USA the only option currently available is Alpine White, which is actually considered an upgrade in some markets.
With a full-time role at Nelson Rigg, this bike has been run with all kinds of luggage configurations. Initial setup used a minimalist approach with a tank bag and tail bag. Later, rackless dual sport saddlebags were added, which fit perfectly and brought total storage to about 45 liters.
For larger adventures, a rackless 60-liter adventure saddlebag set was used, paired with a 28-liter tail bag and 8-liter tank bag for a total of 96 liters. That proved to be plenty of room for most trips without adding anything extra to the bike.
Most recently, Moto Morini pannier racks were installed to work with Nelson Rigg Quick Release saddlebag plates. This setup allows luggage removal in seconds, shedding weight quickly for a technical section, a steep climb, or a tricky spot.
The racks weigh in at 13 lbs and are very easy to install. In terms of luggage and accessories, there is virtually nothing the Vettore 450 cannot handle.
• Electronics
The lighting and electronics of the Vettore 450 feel distinctly Italian. Lighting is fully LED and very stylish. Turn the key and the LED running lights animate like KIT from Knight Rider.
The front headlight is switchable, allowing either just the running lights or a combination of headlight and running lights during the day, which is a nice touch.
A polarizing feature is the LED turn signals integrated into the OEM handguards. The handguards are robust plastic and strong for an OEM unit, but a solid off-road crash could easily leave the bike without functioning turn signals.
Seeing this as a weak point but liking the concept, the bike shown here was upgraded to Barkbusters with LED signals, preserving the OEM functionality in a tougher, modular package with replaceable parts. The Barkbusters LEDs use the same electrical connectors and the wiring length works out perfectly, making this a truly plug-n-play upgrade.
The TFT heads-up display is very bright and crystal clear, easily visible in daylight. A night mode is available for riders who find the brightness excessive in low light.
One minor gripe is that the turn signal indicators (flashing green arrows) and some other icons are a bit too neutral; they tend to blend together, and individual indicators do not stand out strongly enough.
LED backlit handlebar switches are intuitive and easy to use, and the menu system is straightforward. The biggest downside so far is the inability to switch ABS off on the fly with a single button press (as the Ibex can) without diving into the menu.
Off-Road mode is also only accessible when the bike is stopped, and it resets every time the key is turned off. For serious off-road ADV use, a dedicated switch or button to toggle ABS and ride modes on the fly would be a very welcome upgrade.
On the plus side, the bike packs plenty of tech: Bluetooth connectivity to the rider’s phone, call display on the dash, music information, and even turn-by-turn navigation. That’s an impressive list at this price point.
One of the main appeals of the Vettore is that, despite its features, it remains relatively basic. Traction control: on / off. ABS: on / off. No long list of ride modes, no throttle sensitivity menus, no adjustable engine braking—just a standard All Roads mode and an Off-Road mode. That’s it.
• Improvements and Mid-size Comparisons
As stated from the outset, anyone and everyone can ride this bike. Its overall size, stance, and lower seat height make it very approachable for most riders.
A single-piece rally seat and larger, lower footpegs would be welcome additions, offering more legroom and comfort on long days. A dedicated ABS button or switch, including the ability to switch front ABS off like the rear, would also be a meaningful improvement. On power and weight, the Vettore 450 hits a sweet spot. It feels peppier, more fun, and more capable than the Moto Morini X-Cape 650.
Despite having about 15 less horsepower than the X-Cape, the Vettore is nearly 100 lbs lighter, runs 21″ / 18″ wheels instead of the X-Cape’s 19″ / 17″, and comes in roughly 1,500 dollars less expensive.
Compared to its fraternal twin—the CFMoto Ibex 450, built by the same manufacturer but branded differently—the bikes are very similar. Styling is the biggest visible difference.
The motors feel nearly identical, but the Vettore’s fuel mapping comes across as more refined and less jerky at low rpm. The Vettore remains smooth and avoids the inconsistent low-speed fueling some riders report on the Ibex. Unsurprisingly, a lot of Ibex aftermarket parts bolt right onto the Vettore.
Against the KTM 390 Adv R, the Vettore’s second cylinder is a game-changer. The twin is smoother and more torquey at low rpm, whereas the 390 single vibrates more, prefers higher revs for power, and struggles a bit more with quick passes at highway speeds.
The KTM is significantly lighter, has more ground clearance, and is arguably the more capable off-road machine in pure dirt performance. However, the Vettore’s extra weight and twin-cylinder, 270-degree crank make it more comfortable on the highway, easier to manage off-road at slower speeds, and better suited for full-day or multi-day adventures.
Compared to the Royal Enfield Himalayan 450, the Vettore generates slightly more power with a multi-cylinder mill, sports fully adjustable suspension, a slightly larger tank and a 18-inch rear wheel. Both have three (3) year warranties and are rougly the same weight. Competition in the value 450-500 segment is flaming hot and will only get hotter as Kawasaki’s all-new KLE500 is due to be released and tested in the very near future.
• Summary
Before the arrival of the CFMoto Ibex and Moto Morini Vettore 450, the KTM 390 Adventure was the go-to option for entry-level, small-displacement middleweight ADV motorcycles. It remains an excellent machine, as proven over more than two years and 35k miles of use. Riding the twin-cylinder Ibex at the Get On ADV Fest two years ago and again at Daytona Bike Week confirmed that the 390 single-cylinder platform was ripe for an upgrade.
Initially, the Moto Morini X-Cape 650 looked like the natural step, but news of the Vettore 450 with its sweet-sounding parallel twin shifted that focus immediately. Now, rolling into the third month of ownership with over 2,000 miles on the odometer, the Moto Morini Vettore 450 has proven to be exactly what was sought: capable, smooth, fun, and affordable. Purchase price was 6,500 dollars, with 600 dollars in taxes and 120 dollars in registration fees, totaling 7,220 dollars out the door, along with a 3-year unlimited mileage warranty.
Wrapped up in a tidy package, the Moto Morini Vettore 450 represents a lot of value for a bike that can go almost anywhere and do nearly anything bigger, more powerful, and more expensive adventure bikes can.
For more impressions and ride footage, check out YouTube at www.YouTube.com/Manybikes or @Manybikes on Instagram. For information about local dealerships or to learn more about features and specs for the US market, visit https://www.motomoriniusa.com/vettore450.
• Pros and Cons
- Pros
- Affordable, packed with features and a great value
- Approachable and fun to ride for wide range of riders
- Powerful and smooth engine
- 3-year warranty is hard to beat
- Cons
- Lower foot pegs and one-piece seat would be nice
- Limited dealerships
- Limited aftermarket support
Author Bio: Kyle Bradshaw (@Manybikes) is Brand Manager at Nelson Rigg, USA and he has made it his life goal to help others have the best ride possible. This is mostly done through product video reviews on YouTube (over 50M views across several channels) via Instagram and live events. If you’d like advice from Kyle or have any questions, he can be reached at www.Manybikes.biz .
Read more …
Source link
By
