Moto Rumi That was then...
In February 1960, Motorcycling and Scooter Weekly concluded its test of the Moto Rumi Tipo Sport. Other than some surprise recommendations for running in, it was a glowing report, as follows...
A scooter for the sporting enthusiast
It is some considerable time since we promised our readers a test report on the Rumi Tipo Sport; when originally handed over to us the model was in new condition and during the running-in period, it suffered piston troubles which resulted in much delay. During this time it has become more than ever clear to us that a new Rumi engine requires an exceptionally oil-rich petroil mixture and that running-in mileage for this motor should be in the region of 3000 (miles).
We mention this for the benefit of owners of new examples of this delightful machine, for great care taken during this long running-in period is well repaid, boring though it may seem at the time. But better boring than reboring!
First impressions
No one can say that the Rumi looks in the least like any other scooter. Its designers have put handling qualities before all others and have mounted the engine almost centrally between the wheels to ensure that the machine sticks to the road like a good motorcycle. The general construction of the machine is quite unique; as is well known, cast aluminium is used for the integral frame-cum-bodywork, the engine unit forming a rigid link between the front and rear sections. Sitting on the machine, the rider finds ample accommodation, rather reminiscent of a motorcycle in many ways. Gear-changing is by the right foot and the other controls are in the conventional places. Although the test machine was fitted with an engine kill button, current production examples feature an ignition key for this purpose. Appearance-wise, the machine is beautiful to the mechanically minded and somewhat puzzling to the lay observer.
The stand and starting
No centre stand is fitted; instead there is a prop stand on the left which is of the spring-up type so as soon as the scooter is moved a loud click from under it indicates that the stand has parked itself. A spring with a slight amount of over-centre movement would be an advantage. The Rumi kick-starter is on the right, just behind the the frontal shielding, and operates in a downward and forward direction. Provided that the fuel had been switched off before parking the machine (it runs down into the carburettor and causes over-richness otherwise) the motor could be relied upon to start within the first few jabs of the pedal. Some knack is required to operate this pedal as the toe tends to scuff the paintwork of the shielding and there is also a danger of hitting the gear pedal and engaging bottom gear.
One feels that the makers would do well to reverse the gearing of the lever and to make it a heel starter. Once or twice the ratchet slipped. Although slightly rich when started from cold, the engine soon settled down to a reliable tickover.
The engine
Twin two-strokes are always delightful engines and the acceleration value in our performance graph shows that the Tipo Sport is by no means a sluggard off the mark. Indeed right up to its maximum speed this engine spins beautifully. Carburetion richness in this particular unit produced a certain amount of reluctance to reach revolutions to give best torque; a flat spot, in other words. The note produced by the motor is something which delights the ear of the out-and-out enthusiast and indeed, gives the rider the impression of travelling very much faster than he actually is. The exhaust note is blatantly loud when accelerating but quietens to a more acceptable value when a steady speed is being held.
The gearbox
Gear changing is by a heel-and-toe pedal on the right: the set-up is, regarding the front pedal, ‘down for down’ and the results are good. All ratios slip in easily, there are four, and our testers felt that the upward changes from second to third were the best they had ever encountered on any machine. Quite frequently, upward changes were made without the clutch being used and there was merely a change in the exhaust note to indicate that the ratio had gone home, no jerking or fuss. The clutch also gave no trouble whatsoever, although lifting it did produce rather complaining noises from the gearbox when the machine was not in motion. At times, first gear disengaged while on the move and then re-engaged itself and adjustments failed to correct this.
Performance and brakes
Under test by Motor Cycling several years ago, the ‘Little Ant’ produced a top speed of 47mph in 33 seconds, which was judged to be splendid for a 125cc scooter. The Tipo Sport not only betters this speed by 4mph, but requires only 27.5 seconds to do it in. Accordingly, our remarks about acceleration under ‘The engine’ heading are emphasised here: this is a little rocket in disguise! The gear ratios are nicely chosen and this fact plays its part in the performance. Naturally such a sporting engine requires the revolutions to be kept high, but this is no hardship in view of the wonderful gearchange mechanism. The fuel consumption worked out at 65mpg, not a high price to pay for the exhilarating performance. The speedometer was found to be rather optimistic, reading 20mph for 17, 30 for 25.5 and 40 for 36. Brake-wise the example we tested was not too brilliant. True, it was not possible to lock the wheels on a wet road, which is a good safety feature, but rather too much pressure was required on the rear brake pedal and there were signs of ovality in the front drum. We had no exciting experiences with the machine, that is to say, the brakes always pulled it up safely, but lighter pressures would have been welcomed, especially by women riders.
Comfort and steering
Despite the fact that the suspension is undamped by hydraulics, the Tipo Sport is an exceptionally footsure mount and it clings to wet or dry roads like a limpet. It is even outstandingly good on loose gravel surfaces and, although some pitching is evident on bumpy bends, there is never the slightest doubt in the rider’s mind about the machine’s ability to go where it is pointed. The comfort is good and the individually sprung saddles contribute their share to this feature. Although the pillion seat was moved to the rearmost limit of its adjustment, the driver got occasional nudges from it. The pillion rider would have welcomed a little more foot room. With its lowness, compactness and low centre of gravity, the Rumi is a machine which women riders like: an additional point in its favour under this heading is the more than adequate steering lock which, rather surprisingly, is greater to one side than the other. But this is not listed as a fault, merely a curiosity!
The electrics
Once again, we find ourselves with a scooter which demands nothing but praise for its lights. The beam was intense at normal speeds and adequate at low engine revolutions. The spread was just right and it was useful to be able to tilt the headlamp from the saddle to cope with special conditions when the occasion demanded such action. The latest type of control cluster was fitted and proved to be simple to operate. Praise for the lights; praise for the generator; a rather rueful shrug for the horn which gave the usual ‘buzz’ sound characteristic of a six-volt equipped scooter having no battery.
Accessibility
On a machine which has the engine almost fully exposed, accessibility is, quite obviously, no problem. The sparking plugs were exceptionally easy to get at and the various adjustments required during normal running occasioned no problems. The tubular toolbox could, with advantage, be replaced by a larger unit for the rider who likes to carry rather more than the standard tool kit and the fitting of a central stand would mean that wheels could be changed without resort to pavement edges, apple boxes, or laying the machine on its side.
Summing up this machine is not difficult: it is a mount for the enthusiast and definitely not for the rider who has no other interest in the model other than as a means of transport. For the scooterist who revels in the best possible handling characteristics, flashing acceleration, the sound of a sporting motor spinning merrily and the delight of a neatly designed and made mechanism, this is The Thing. The weather protection is nothing like as good as on a normal scooter, but then the Rumi isn’t a normal scooter. It is a sporting vehicle.
It is a mount for the enthusiast and definitely not for the rider who has no other interest in the model other than as a means of transport