Morbidelli T1002V (2025) – Review

You what? A brand-new, 1-litre V-twin adventure bike with adjustable suspension, riding modes, heated grips and seats, and Pirelli rubber for under eight-grand? Tell me more, I hear you say. Well let’s start at the start. Morbidelli is one of those boutique Italian manufacturers that you’ve probably heard of but don’t know much about, right? That was certainly accurate for this scribe as of a fortnight ago.

It has nothing to do with the MotoGP race winner, Franco, but instead has a family association with the 90s Formula 1 driver bearing the same surname.

Giancarlo Morbidelli started building racing bikes in the late 60s going on to create race-winning Grand Prix motorcycles in the 50cc, 125cc, 250cc and 500cc classes, including three victories for Graziano Rossi who, at the time, had recently become a father to a young boy called Valentino. Yep, you know the fella.

Morbidelli only had an eye for race machines despite offering a rather bonkers 850cc V8 sport-touring model designed by Pininfarina in 1994. Only four were built. The firm had tight links to fellow-Italian motorcycling outfit, Benelli, through Giancarlo’s lifetime though only after his passing in 2020 did his company and his name begin to produce road bikes under new ownership. Keeway Group, and its Chinese owners, the huge QJ Motor Group, founded MBP (“Moto Bologna Passione”) in 2021 and opened a headquarters in Bologna, Italy. Keeway had already owned Benelli since 2005 but acquired Morbidelli in 2024 and incorporated the name in the revised MBP name in its new logo. Its offerings thus far have included the M502N, a mid-capacity twin-cylinder roadster, and C1002V, a Ducati Diavel-esque 997cc V-twin cruiser.

And now, for 2025, the Morbidelli T1002V and T1002VX are available to buy in the UK via the marque’s importer, MotoGB. The very attractive price tag might have grabbed attention but does all that spec and tech combine for a decent ride? I set off on a 60-mile test route to check it out… and ended up covering 100-miles instead. And even then I was reluctant to go home.

Pros & Cons

2025 Morbidelli T1002V - Price

Here’s the best part. You get so much motorcycle for just £7999. Yes, you read that correctly. Although it’s an extra £300 to actually ride it away from the forecourt. Also known as On The Road or ‘OTR’, so that includes your first registration fee, number plates and first year road tax. The ‘VX’ model is but £200 more expensive and for that you get wire-spoke wheels which is the only difference. It’s remarkable value that can be seen with the naked eye in terms of what you get and how it’s put together. Yes, there’s cost-cutting evidence with stickers on the side panels and the flimsy ignition key fob but I’ve seen far shoddier wiring looms or panel fastenings on bikes that are £5-6k more expensive.

Servicing intervals are every year or every 3,000 miles. And that’s not a typo either.

For those keen on a PCP offering then MotoGB confirmed (April 2025) that a £2,000 deposit and a 3,000 miles per year agreement then 36 monthly of £86.34 leaves an Optional Final Payment of £4,962 at a rate of 8.9%.

Should you opt for 6,000 miles per year then the monthly costs alter to £96.45 per month with an OFP of £4,546.

2025 Morbidelli T1002V- Engine & Performance

A Chinese-built 997cc 80-degree V-Twin that produces a claimed peak performance figure of 88.5bhp (66KW) @ 7750rpm, and a peak torque number of 65.6lb-ft (89Nm) @ 5250rpm raises more eyebrows for its interesting combination of layout, capacity and power than it does for performance figures. There’s little to boast about when compared to rivals.

Nor does it spike endorphin levels when you spot the bike’s mass and work out the power-to-weight ratio. But there’s a big but. Because strangely the flow of the bike takes over from any power-related misgivings. What I mean by that starts with the throttle connection - which benefits from a lack of immediate surge by being gentle and smooth – no snatchiness here. Then there’s the engine’s workrate and optimism, you want to knock it for the missing horses but get it wound on and even its cornering qualities benefit via engine braking plus a rather controlling and steady stability on both entry and exit worthy of note. I’m a sucker for big power and using the throttle to wind on any bike out of a corner and yet part of the reason why I wanted to continue my test ride on the T1002V was down to how mechanically enjoyable the bike was.

It’s loud too, “all mouth and no trousers” I kept saying to myself during the opening miles. As pleasantly raucous as the induction noise and exhaust notes are, the noise didn’t seem to match the speed – like one of those English-dubbed foreign films where the mouth doesn't move in time with the words. The massive exhaust might look odd on a GSX-R1000 but it suits the Morbidelli from a side-on aesthetic and the deep mid-range howl is lovely to hear and feel. Possibly relating to the 80-degree angle of those two cylinders. KTM’s tend to be 75-degrees, while Ducati’s are at right-angles.

To comply with the price tag, don’t be expecting a shift assist system, though Morbidelli’s PR chap told me it was a “manual quickshifter”, I took his word and discovered the good old roll-and-shift technique worked a charm. Remove the strain from the drivetrain and flick the gear lever up or down to suit for a short, precise and lurch-free change. The lever is adjustable, by the way. A light-weight clutch lever operation is welcome though its late bite point plus a requirement for a bit of throttle to get moving can make the stop-and-start town-based jaunts a little clumsy.

Sitting at motorway speeds on cruise control and the engine ticks along at low revs, very under-stressed. It has charming flexibility and is equally adept cruising as it is galloping around the more rural roads once you wind it on and ride it higher in the revs, though go steady if you like flirting with the rev limiter – it cuts power like you’ve struck a wall.

Also be warned that the bike and its fuelling do not like a cold start. Don’t be thinking you can flick the switch and zoom straight off because it behaves like it’s on carbs and needs some gentle nursing with the engine seemingly trying to force too much fuel through hence a cough, a splutter and a little hesitancy.

Prepare for singed knuckles if you want to adjust the shock during or after a ride

2025 Morbidelli T1002V - Handling & Suspension (inc. Weight)

A 19” x 17” wheel combination comes in quite handy when faced with some quicker corners, and if you’re prone to riding in attack mode the classy Pirelli Scorpion rubber add confidence. The bike’s rather attractive double cradle steel frame works in harmony with the engine character, those wheels/tyres and KYB suspension to create a platform that distinctly shines way above the price point and any concerns about weight. In fact, those extra lbs help the bike settle into a corner. Town riding becomes a little more physical when moving the Morbidelli’s girth around but out in the open the bike begins to defy its appearance. As I mentioned above, cornering abilities on an ADV bike aren’t usually its pièce de resistance yet this one not only squats neatly under braking, doesn’t rebound with any unwelcomeness, and has a predictable, consistent steering quality too.

Those KYB front forks are adjustable as is the KYB monoshock, via a C-spanner, though you have to be dextrous as it’s only accessible via the rear of the engine which of course is likely to be too hot if you fancy a quick change during or straight after a ride.

J.Juan four-pot radials on twin 320mm discs have plenty to do considering the bike + rider, er sturdiness, and they do so reasonably well. There’s a lack of initial bite but the Bosch ABS Pro system holds on just fine and do what they’re supposed. Plus the suspension doesn’t lunge to upset the bike’s balance under harder braking either. Notable.

2025 Morbidelli T1002V - Comfort & Economy

The Morbidelli’s seat and riding position is superb, one of the most comfortable bikes I’ve ridden in a long time and is up there with the BMW R1300GS. For reference, I’m 6ft tall and around 90kg with a 34” inside leg, and the peg-to-seat-to-handlebar triangle suited me perfectly with plenty of ground clearance too.

On too many occasions do I note a frame fastener rubbing the inside of my knee, or the heel of my boot catching the exhaust which aren’t supposed to be compromises, especially on bikes that are £5k-10k more expensive. Yet on the T1002V, I couldn’t find fault with how I fitted it or from what I could see in terms of appearance and build quality. Maximum comfort was enjoyed, even down to the seat material and depth which some might find a little unforgiving but I prefer a slightly harder seat. The saddle is shaped nicely too, ideal for this rider’s derriere. Seat height claims of 820mm seem a little ambitious. Ok, I could flat-foot easily but it certainly seemed taller than the spec sheet would have you believe, and the stand-over width too means the shorter rider should take heed.

That said, the maximum length of time I spent in the saddle at any one time wasn’t enough to judge a full tank range’s comfort, but then again how many of us cover 200-miles in one go? Speaking of range, the 20-litre tank should return 48mpg and the fuel gauge only began flashing after 194-miles from a brimmed tank, so we're told.

The bike comes with an adjustable screen but it’s far too small and I found it to be fairly ineffective at its one job of deflecting wind, regardless of which height I had it set at. That can be operated by releasing a catch on either side of the TFT screen, tricky while riding. FYI - I wore an AGV AX9 helmet with its peak, and at lower speeds of course the wind isn’t an issue. Handguards and mirrors are both excellent – the latter being easy to adjust, large and unaffected by the V-Twin’s vibration, as were the rider’s touchpoints, namely seat and handlebars.

2025 Morbidelli T1002V- Equipment

There’s a lot to mention here which for a bike with this price should be praised. For an additional £499 on either model, the three-piece aluminium luggage set is available – a pair of panniers and a top box, the latter was equipped to our test bike. The case is lined and comes with a neat, sturdy and branded clasp, dedicated key and an elasticated storage net attached to the underside of its lid.

A centre stand for this chain-driven motorcycle will be appealing to many as will the raft of other standard-fit equipment such as a 12v socket plus 2 x USB and a USB-C ports.

Four rider modes adjust throttle response, traction control and braking, and are named Standard, Sport, Rainy (yes, 'Rainy') and Off-Road. However, and this is a big miss for Morbidelli (or a development opportunity for v2.0), they’re not adjustable while riding. Again, as a rider who enjoys the sportier side, I was keen to change into Sport after some initial Standard miles and while the change of modes is particularly user-UNfriendly, the dash then suggests Sport means no traction control. Strange. I found an extremely bumpy single lane back road with gravel along it’s centreline to check, and I don’t believe TC was switched off so maybe just a fault with my test bike. Regardless, when romping along yes Sport is my preference given then tightness of the throttle connection vs. Standard, but get into town and it’s a little too abrupt for the slower speeds. But you need to pull over to change the mode.

The 7” TFT dash itself is super easy to read and even has brightness settings and an automatic day/night mode. “Rang” is not a typo, it of course refers to the amount of fuel left in the tank, and we’re told though not demonstrated an app allows for mobile phone connectivity and has a real-time location service – ideal for security.

Despite the windscreen’s frailties at least it has a horizontal bar to attach your satnav or phone to.

The switchgear is a little soft for winter glove use though being back-lit earns plenty of brownie points in my book. And to add to the quirky charm of the Morbidelli, the heated grips and seats (yes, both) are not only a welcome addition and are very warming too, but the switches are the wrong way around!

2025 Morbidelli T1002V - Rivals

The Chinese-made Voge DS900X offers the nearest pound-for-pound value with a model that is arguably more off-road oriented than the Morbidelli with its wire-spoke wheels as standard. It gives up around 100cc and is a parallel twin vs. the Morbidelli’s V-twin so the engine character is different. Then there are the Japanese rivals in the shape of Honda’s XL750 Transalp or even Africa Twin, Kawasaki’s Versys 650 / 1100 and Suzuki’s V-Strom 1050, as well as Triumph’s new Tiger Sport 800. Alternatives that match on elements such as displacement, power, torque, measurement come from KTM, BMW, MV Agusta and Moto Guzzi, but none come close on price.

Honda XL750 Transalp, 2025 | Price: £9,899

Read more

Power/Torque

90.5bhp / 55.3lb-ft

Weight

210kg

Voge DS900X, 2025 | Price: £8499 + OTR

Read more

Power/Torque

93.8bhp / 70.1lb-ft

Weight

238kg

Triumph Tiger Sport 800, 2025 | Price: £10,995

Read more

Power/Torque

113bhp / 62lb-ft

Weight

214kg

2025 Morbidelli T1002V - Verdict

This type of bike is always going to be met with a smirk and a raised eyebrow given the company’s name/history/ownership and of course its price. Can a sub-£8,000 adventure bike really be as good as it seems? Does it offer the perceived value?

Buyers may look at the dealer network, those servicing intervals and residual values as well as the spec sheet declarations including high weight but relatively low power and automatically swipe right, or whichever direction those dating apps work. Hold on though because you’ve got to also consider bang-for-buck, its attractiveness, ride quality, noise, practicality plus the TFT screen, comfort, number of action camera mounting points (21st century stuff is real, peeps) are all plus points to make this Morbidelli into a real contender for your cash. It’s unlikely you’ll pull up next to one at the lights either.

What will it look like after a UK winter? How will the chain fare? Will the paintwork stand-up, or the battery, or corrodible calipers?

I’m intrigued by the T1002V and was taken with it though not instantly. The first couple of miles are all about familiarisation with its quirks and uniqueness. I wasn’t massively enamoured straightaway – the steering at low speed felt a little cumbersome and the weight is certainly apparent at 20-30mph with potholes and pedestrians to keep an eye on too. However, out on the open roads – arguably its natural habitat – and the bike transforms. It feels at home north of 30mph… with a few revs, and despite the planned 60-mile test route during my short test-loan, thinking I’d be able to assess the bike well enough, I ended up on a self-imposed 40-mile diversion. I’d have been more than happy heading out for a second lap instead of heading to the laptop to tell you all about it. In fact, I wonder if I can sneak out again now… ok, bye.

If you’d like to chat about this article or anything else biking related, join us and thousands of other riders at the Bennetts BikeSocial Facebook page.

Do you own this bike? Tell us what it’s like, or ask us questions about it at bikeclub.bennetts.co.uk.

2025 Morbidelli T1002V - Technical Specification

What is MCIA Secured?

MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.

As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here.

MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:

• A steering lock that meets the UNECE 62 standard

• An ignition immobiliser system

• A vehicle marking system

• An alarm system

• A vehicle tracking system with subscription

The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.