MZ 1000 S

17 Май 2015 | Author: | Комментарии к записи MZ 1000 S отключены
MZ 1000 S

Words and pictures by Simon

MZ. Readers of a certain age will have images of small, two-strokes, blessed with more function than that almost everyone has at some point. There’s a reason why so many of us had them, They may not have been pretty, they may not have very fast. But they well enough, and once you to get them wound up they OK.

And, and this is the important they never, ever, down. They were stupidly cheap. All of which up to the perfect workhorse cum winter especially if you normally relied on or British engineering (and for your two wheeled kicks.

But and technology wait for no man. The of the Berlin Wall and the reunification of saw availability of far more advanced, developed and, frankly, products in the East. Add to that an vocal and powerful environmental that saw smoky, smelly two as an abomination needing to be stamped out and the was very much on the wall. MZ had to or, like their four-wheeled Trabant, ….

Now MZ started off as an and clever company, and while saw the influx of cheap Western as a disaster, they saw instead the presented by the availability of technically engines and suspension. And they the most of it, too, with a of bikes powered by other engines that were very competitively priced, bore some distinct cues from the older and were still reliable and made.

But a company like MZ never going to be happy other people’s engines to get out of the door, and their shareholders (a idea for an Eastern European would always be nervous being at the mercy of another, rival, firm. So they to build their own bike.

MZ, you may recall, built their on cheap, cheerful workhorses. first post-reunification bikes based on the ultra-reliable but rather Rotax 500, and the resulting was really very much of the mould. So when their new financiers gave them the light to go ahead with own engine design, it was inevitable they would come up something similar.

Except, of that they didn’t. first new engine for at least years was going to go into a sports bike. Well, why

Engineering a four cylinder is a major challenge, and inevitably result in something a little So the decision was made that the would be a twin. A parallel at that – a configuration that is to be an ideal combination in terms of delivery and torque.

Balance and accurate engineering took of the vibration inherent in the design, fuel injection and a clever management system looking the power characteristics. Lots and of research determined that was nothing to be gained from an frame, so an elegant steel secures the engine to the alloy and yokes. Suspension is courtesy of while brakes come Nissin and look the same as fitted to the Honda SP-2.

The screen, tank and seat are the result of many hours in the tunnel to give optimum and protection. At least that is we were told when we given a presentation on the bike at the Proving Ground.

We were enough to collect a demonstrator the before, so by the time we go to Millbrook we had had the chance to rack up a few hundred and get a good impression of what the is really like. And now, having it for a week and nearly miles, I think I’m pretty I know where I stand. But delivering a verdict, let’s a look at the bike in the flesh.

The MZ 1000S is a big bike. Similar in to a VFR, I’d say, so rather than a Ducati 1000DS, most obvious comparison. on that later.

Styling is and clearly driven by function than form. But that’s not a – the MZ 1000S is a good looking even in silver, never one of my colours. There are myriad detailing touches, like the lip around the fairing cutouts massively increase the throughput of air passing the radiator, yet it manages to being bitty or fussy.

The array is a clever design, to be both efficient and good the rear light being unique and perfectly adequate. And yet of the Eastern Bloc remain, a massive, apparently handmade for the number plate. Great for your cargo net to, mind and not really a detraction from the itself. Talking of cargo the 1000S has pop out hooks below the seat to make securing far easier.

Very handy.

An quirk is the positioning of the silencers, at first glance look as they have been fitted. The left silencer outside the pillion footrest the right goes inside. The is a slightly lop-sided rear end but just a result of the asymmetric that allowed the rear to sit next to the battery for mass

Plus, of course, the fact the chain is on the right instead of the as we have come to expect. In the only criticism I can find of the before I ride it is the instrumentation, looks as though the speedo be a little hard to read in the of the moment.

On to riding, then. The thing I noticed was the way that fitted me perfectly. And I do mean Somebody has clearly spent a deal of time and effort on the The MZ 1000S is a supremely comfortable

Pulling away reveals the engine is reasonably smooth for a twin but that it doesn’t work properly until Below that threshold is rather a lot of transmission snatch and as the firing pulses try to tie everything in The clutch, though, is light and to use while the gearbox, which off very notchy, got progressively and more accurate as the miles

The brakes are absolutely fantastic, bags of feel and the sort of that an earlier MZ rider only have achieved by into an unlit skip. In the MZ is nimble, narrow and comfortable to through traffic. The mirrors, blur at low revs, clear and clear above 3000rpm and an excellent view. They are still narrow enough to proper filtering and can be pulled flat for those narrow

The horn is excellent, too, so the MZ makes a pretty decent bike.

But you don’t buy a sports or even a sports tourer, for work. Out of town on the open the MZ is a revelation. The fully adjustable is very well controlled, out of the box without any fiddling, resulting in a that handles bumps well, even cranked and under power, while comfortable. Again I am reminded of the Ducati 1000DS.

Like the Ducati, the MZ responds well to the tucked in and tidy or the off like a gibbon approach to though turn-in feels sharper on the MZ, allowing a more approach. In fact, as we got better it became apparent that new MZ gets better the harder it ridden.

MZ 1000 S

Clutchless gearchanges, seemed out of the question while around, become perfectly when pressing on, and the free engine makes overtakes a The MZ 1000S seems to be most at on fast A-roads, ideally lots of roundabouts. Which why I was grinning so widely after home from Millbrook.

And today’s photo shoot in The handling circuit at Millbrook, subject to a rather low speed allowed us to get the most from the (hence the name, I suppose) in a environment. Weird riding on that looks exactly a road but isn’t one – same road markings and so on but nothing the other way and marshals on hand for it all goes wrong. Brilliant for taking photos, too.

The bowl showed that is totally effortless on the MZ, but that as no surprise. In fact I suspect slightly lower gearing make the already responsive MZ better, as well as losing the low rpm (or at least making it easier to through). The engine is revving so at 100mph that you are never to get to full power in top unless on the Autobahn. And even then going to need a big run-up.

However, ignoring of of that, are very few ways I can think of to ground quicker or in a more way than the MZ 1000S. Although the ‘deceptively quick’ is something of a it’s an appropriate one.

we’re on the engine and transmission, worth pointing out that the MZ makes a decent amount of A very decent amount – the 115bhp quoted feels right and comes in smoothly and though there is a delightful towards the naughty end of the rev counter. being happy to rev, the MZ fuel like a very thing, doing a comfortable 200 a tank though the reserve comes on with over 6 left to go.

Probably not a bad thing, because the MZ is not a light motorcycle and I fancy pushing it a long even with an empty The gearbox came in for a bit of criticism at as it is rather, um, positive in action and can be a hard on the toes. But as we put on more the gearbox got better and easier to while the occasional touch snatch seemed to become frequent, too.

In this as you can imagine, I get to ride quite a few things. The MZ gets the award for the attention any bike has got when parked it up. Because wherever we people wanted to look at it and ask it.

It’s a unique looking a unique sounding bike to some nifty exhaust and careful work on the firing and I suspect will remain exclusive. MZ offer as wide a of colours as you can think of as standard, and do any colour you wish for a small charge, which will add to the appeal of the bike. There is a vast range of accessories already available or on the way, touring gearing, a taller fitted hard or soft heated grips, a GPS installation and so on.

In fact, talking of awards, year the Ducati 1000DS won our Bike of the Year award. The MZ is certainly a contender for this award, doing everything the does at least as well and things notably better. It is a very, very good

But that’s partly the problem. those of us who remember MZ remember as cheap bikes, while who don’t remember them before don’t associate seemingly new brand with at all. And the MZ 1000S is not a cheap At just under £7000. priced near the top of it’s segment.

It is, in all probability, the best in that segment. And it is, almost worth every penny of price. But it’s up against serious and well established

Are you brave or different enoughto run the herd?

I hope it is the sales it deserves to be, because there is no in my mind that this is by far the most enjoyable sports (as opposed to race replica) I have ridden this

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