MOTO MORINI X-CAPE 700 REVIEW

[MotoFactory]

The Moto Morini X-Cape 700 is the next step in the evolution of the Italian brand’s midsize ADV model.

We caught our first glimpse of the Moto Morini X-Cape 700 nearly a year ago at the 2025 AIMExpo in Las Vegas, where the Italian company first showed off the all-new successor to its popular X-Cape 650. But it was several more months before the first units made their way across the Atlantic and into our garage, where we were eagerly awaiting our turn to test out the next generation of this intriguing, midsize ADV bike.

Moto Morini only recently made its re-entry into the North American market in 2023, with the X-Cape 650 as one of its key models. The Italian company can trace its lineage back to 1937, but following a rocky downhill in the late ’80s, the once-mainstream brand all but fell off the map. In 2018, Moto Morini was purchased by Zhongneng Vehicle Group, which breathed new life into the company. While manufacturing is now based in China, the ZNEN Group pledged to keep the soul of Moto Morini Italian. Design headquarters remains in Trivolzio, Italy, and through the manufacturing might of its Chinese parent company, Morini is able to hit the throttle on inexpensive mass production. Two years ago, Moto Morini re-emerged in the U.S. with an all-new distribution center and headquarters in Irvine, California, with a small selection of motorcycles ushering the brand back into the American market, including the X-Cape.

WHAT’S NEW

Two years in and Morini is already turning the page on its midsize adventure model. On paper, it’s got some changes we’re excited about, of course headlined by the increased displacement. We’ve had good experiences with the X-Cape 650 and eager to see what the next chapter will bring, especially with some added muscle.

Morini stroked out the 650 engine by 3mm to a 693cc parallel twin. Paired with a new exhaust and reworked mapping, the new 83mm x 63mm configuration cranks out an extra 10 ponies and increases torque by 18 percent for a total of 70 horsepower and 50.2 pound-feet of torque. Upgrades from the X-Cape 650 also include a slipper clutch, a new quickadjust windscreen, built-in dash cam, Kayaba shock with remote preload-adjust knob and new bodywork.

It sure is a looker. It may look like a $25,000 Ducati, but the X-Cape 700 checks in at a modest $8299.

The Italian design is still at the forefront of the Moto Morini’s appeal. This fiery-red specimen turned plenty of heads during our time with it, and while it may look like a $25,000 Ducati, it checks in at a modest $8299. With the mid-weight price tag on this midsize adventurer, it’s best to keep your expectations near the middle as well. This is no KTM 790, nor is it on par with the Yamaha Tenere 700. There’s plenty the X-Cape 700 does very well, but if you’re shopping on the knobbier side of the ADV spectrum, this isn’t the bike that’s going to win in off-road performance. That said, there is still a lot on offer from the new-generation X-Cape 700. Let’s dive in.

ON BOARD

The increased displacement and new powerband of the 693cc parallel twin shifts more muscle towards the low to midrange of the powerband, so roll-on power is lively and packs a bit more punch than its predecessor. In the dirt, it’s enough to break traction when you’re ready for it, but less experienced riders won’t find it difficult to control.

There is an odd flat spot in the low-to-mid acceleration that we noticed a few times, such as pulling out into traffic or making a quick pass on the road. Sometimes a throttle flick to give it a zap of power will give you a laggy response, which can catch you off guard. (We suspect this may be something emissions related rather than an oversight.) Other than that, we found little fault with engine performance. Power is spread out well among the six-speed transmission, and while the ratio is a bit wide in the higher gears, we felt the spacing works fine and enables much improved touring comfort.

While roll-on power is improved over the 650, we’ll still say that the engine is at its best in the higher rpm, especially at cruising speed. In the mid-to-high range, the engine smooths out to a very nice sweet spot and will give you a glassy, vibe-free ride on the freeway. It will happily set sail at around 80 mph and stay there. With a comfortable cockpit and nice wind protection, you can happily stay for a while too. The X-Cape 700 is a muscular bike with decent ground clearance and long-travel suspension, but with its sway-back seat, it keeps a reasonable reach to the ground at 33.3 inches. It puts the rider in the bike rather than on it, and with the dishedout saddle and large fuel tank, it keeps your hips locked in place pretty well. The drawback is that it’s not as easy to move around in the saddle, but at 514 pounds ready to ride, you’re not throwing your weight around the same way you would on a dirt bike with half the heft.

Cruise control and a quickshifter would make the X-Cape an even better touring mount, but with a cable-controlled throttle and general no-frills trim, you won’t find those here. What you will find is a slipper clutch, an attractive 7-inch TFT dash with Bluetooth connectivity that has maps, music and phone-syncing capability, power ports, tire-pressure monitors, and standard wraparound hand guards. A very nice added touch is the easy-adjust windscreen, which you can move with one hand without tools and without even getting off the bike. Nicely done, Moto Morini; this is how it should be. (Are you listening, Suzuki?)

What’s the biggest selling point of the new X-Cape 700? Ask Morini and they’ll point to the built-in dash cam. When the ignition is on, it’s recording. The tubeless 19-inch front and 17-inch rear wheels are great on pavement and fire roads, but might be limiting to more serious off-road riders.

RIDER COMMAND

On the dash, you will find two different riding modes: Street and Off-Road. Oddly, you won’t find distinct engine mapping for these modes, nor will you find any sort of traction control. According to Morini, the power delivery is so on point, it works equally well both on- and off-road, and they didn’t need multiple engine modes or traction control. ABS isn’t even a linked function, although you can manually turn it on and off. Your two options are front and rear on, and front and rear off. There is no option to leave only the front ABS on; you can get both or none at all. This may not be an issue for some, but front-only ABS for off-road riding is becoming a popular choice among the ADV crowd.

So what exactly is the difference between the selectable Street and Off-Road modes on the dash? In Off-Road mode, the tachometer turns into a fun graphic of a knobby tire. Yep, that’s it.

While it may seem like Morini held back in the electronics area, they, in fact, still have some interesting technology highlights on the X-Cape 700. A point of pride for Moto Morini is the built-in dash cam. The small camera positioned at the tip of the front fairing is recording the minute the ignition is keyed on. Whether or not you are connected to the app or to the bike, it is recording to an internal CF card. Much like a Tesla or many other modern cars from Toyota, Mercedes, Honda and the like, the X-Cape is always watching, which can be an added layer of security—or liability, depending on your perspective.

During our first test rides on the Morini, we hadn’t yet fiddled with the app or the camera, but did happen to witness a crash during the ride (another motorcycle, unfortunately). Sure enough, the next day we were able to download the app, connect with the motorcycle and access dozens of recorded video files, one of which was the accident. As promised, if the key is on, the X-Cape is recording.

Default recording is in standard def, and Morini says that HD recording is an option. It’s not about to replace your GoPro, but it’s a fun feature. As of now, it’s a unique option for a pricepoint motorcycle.

GETTING DIRTY

One thing we were glad to see Moto Morini didn’t change on the X-Cape 700 is the suspension. It carries over the same fully adjustable 50mm Marzocchi fork from the 650, which we are happy to see. The fork is one of the best features of this bike, and an added feature on the front end is the six-way adjustable handlebar position. Three mounting options in the upper triple clamp and reversible bar mounts offer fitment options for riders of all sizes.

In the rear, a Kayaba shock with a preload-adjust knob keeps things in line. With a direct connection to the swingarm (and no linkage), the shock performance is decent but not quite as beefy as the front. Suspension isn’t what we’d call plush, at least not at the top of the stroke, but is still plenty comfortable on chattery dirt roads and fast fire roads. The fork, in particular, offers a positive feel that lets you know what’s going on beneath you, but still soaks up bigger hits and square edges nicely. A few big chunks in the road had us bracing for impact, but the Morini soaked them up each time without getting unsettled. There were some bumps that sent the rear kicking out, but it came back in line each time without a fuss.

Fit and finish on the Morini are very impressive.

Overall, the X-Cape has a nice, stout, planted feel in the dirt. The more off-road-focused ADV bikes might feel taller and more agile, but the X-Cape keeps things smooth and comfortable with a relatively low center of gravity. For how in the bike and locked in you feel when seated, the X-Cape has a nice stand-over position with neutral ergos that enable rider movement. Side-to-side handling is light and agile, which is confidence-inspiring, especially on rain-rutted dirt roads that require quick decisions. Agility could be helped by better footpegs. Even though we immediately removed the rubber inserts and just ran the motostyle steel pegs, a wider platform and better grip would be a welcome improvement.

Power does an admirable job in the dirt, and we will hand it to Morini, because the powerband is quite good both on-road and off. At a modest output of 70 horsepower and 50.2 pound-feet of torque, you can probably excuse it for not having traction control. But, don’t underestimate this engine; it’s a bit spicy, and it can get out from underneath you. For the most part, the Morini keeps a good grip on the ground, and it won’t break traction until you want it to.

We kept our off-road testing at a moderate level—largely dirt roads and fire roads rather than trails. Could the X-Cape 700 tackle tougher terrain? We’re quite sure it could. But before you get too sendy, consider some of the chassis characteristics that might limit fun in the dirt. First is the low-slung exhaust. The X-Cape 700 features a lighter, more up-swept silencer, but the headers still run straight under the bike through a split opening in the skid plate.

You’ll also find a built-in center stand under there, which could probably use a stronger retention spring. It doesn’t take much to get it banging around when the going gets rowdy. It is simple enough to remove this with two bolts, but you’d quickly run out of ways to get the wheels off the ground. The engine is a stressed chassis member, so there are no frame rails on the underside of the bike. If you put it on a jack, you’d be lifting it by the exhaust. Speaking of wheels, they are 19-inch front and 17-inch rear tubeless. It’s easy enough to add tubes, but structural geometry isn’t something you can change.

We’d call the X-Cape 700 a very capable ADV bike for light to moderate off-road riding. Its strength lies in its versatility. Its adventure-touring capabilities and even sport-riding prowess are also quite respectable

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Stand-over position allows good rider movement for off-road riding.

POUNDING PAVEMENT

We are dirt people, but must admit we also loved riding the twisty paved roads on the X-Cape 700. This is where the Marzocchi fork shined once again. Front suspension on an adventure bike has a big job to do. Managing 7 inches of travel in the dirt while also maintaining good hold-up on a 500-pound bike on the road is no simple task. The Marzocchi fork splits the difference exceptionally well with good front-end hold-up without lurching forward under hard braking. This, of course, could also be due to the fact that the X-Cape 700 has underwhelming braking power (on the pavement), but a touchy front brake could quickly turn into a problem in the dirt, so we’ll let that go.

It also tips into curves very well with the smaller 19-inch front wheel. A 21-inch front wheel, typical on many adventure bikes, doesn’t offer as much agility on the road. Our canyoncarving time with the X-Cape left us once again yearning for a quickshifter but also appreciating the slipper clutch, which keeps downshifting at a sporty pace drama-free.

IN THE END

The Moto Morini X-Cape 700 has an interesting mix of technology and components. There are several unique features, such as the dash cam, slipper clutch, tire-pressure monitor system and quick-adjust windscreen that you won’t find on many of its competitors. Then there are features you might expect to find but won’t on the X-Cape 700, such as traction control, engine modes or a quickshifter. Some of the components suggest this bike is ready for some real off-road abuse, such as the fully adjustable 50mm Marzocchi forks and Pirelli Scorpion Rally STR tires. But, the low-slung exhaust, center stand and tubeless 19-/17-inch wheels might suggest otherwise. It all adds up to a unique animal, and if the X-Cape 700’s mix of features falls into the everything-you-need-and-nothing-you-don’t category, then you’re in luck.

Individual features aside, the X-Cape 700 packs a lot of versatility into one very capable motorcycle. With a wide spread of usable power, adjustable suspension and a comfortable cockpit, there’s a lot of ground you can cover, whether it’s paved or dirt, fast or tight, rocky or twisty. With an $8299 price point and a three-year warranty, it’s worth having a look at what this X-Cape can do.

The post MOTO MORINI X-CAPE 700 REVIEW appeared first on Dirt Bike Magazine.

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