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• Technical data – MZ 1000 SF

Photos: Kunstle

Driving report MZ 1000 SF

Curtain up

Something new in the east. With the two-cylinder 1000 SF, MZ now offers a clear view of the technology.

Superfighter is what MZ calls the stripped 1000 SF, which is barely disguised around the cockpit. That sounds bitterly angry, but the naked version of the 1000 S really isn’t that grim. The lamp cladding turned out to be rather obedient, just as there is nothing martial about the paintwork. The SF doesn’t even want to be a real, bad street fighter. Rather, it should play in the same league in which Aprilia Tuono, KTM Superduke or Triumph Speed ​​Triple are fighting for the best show and the highest entertainment value.
But before they met here in Andalusia for the Superfighter’s driving presentation, the technicians at MZ had to go back to the twin. In a comparative test with the 1000 S (issue 7/2004), MOTORRAD accused the 1000 of a rough response and poor performance in the middle speed range. Already in the middle of last year the East Germans responded to this problem with the 1000 S with a gear-dependent ignition adjustment and finer control intervals of the engine management.
In the 1000 SF, they went one step further and intervened again in engine management. Inge defused the timing of the two camshafts-
by less overlap. In the exhaust system, they found further potential to make the performance curve fuller by closing the front of the two interference pipes, but maintaining it to stabilize the system. This measure reduces the peak performance of the 1000 SF
from 117 to 113 hp, but it also offers
98 Nm more torque. To optimize
In terms of acceleration, it was finally given a shorter overall gear ratio with 17/45 teeth.
From the Mediterranean coast in the direction of Ronda, on the posh paved road of an extensive labyrinth of curves, the Superfighter is fully in its element. Fast corners in the fourth or fifth are all about the two-cylinder engine with increased torque. From 5000 rpm, the in-line twin ignites increasingly violent fireworks, pushing the driver into the form-fitting seat with the throttle flaps fully opened. In a flash, the needle on the analog rev counter climbs above the 7500 mark, followed by a softer
Increase in the power curve at 9300 rpm to run into the limiter.
Although the MZ engine is still not a model for running culture below 3000 tours, it is now noticeably more civilized. Even from the lowest engine speeds, the two-cylinder takes on gas cleanly and willingly, reacting very directly to quick commands from the gas hand. Very attentive drivers only feel subliminally minimal to slight deceleration when accelerating in the partial load range. MZ chief developer Jurgen Meusel knows about this bad habit and already has one
Solution at hand, which, however, must first pass endurance testing.
There was far less room for improvement in the chassis. In this chapter, the MZ 1000 S, with its handy, precisely controllable chassis and a successful suspension set-up, came out on top in the comparison test with successful sports tourers. So why change something great for the SF variant? Especially since the fork legs pushed through by five millimeters and the rear lowered by 15 millimeters made it possible to reduce the seat height from 835 to 825 millimeters. The latter was achieved by changing the mounting of the strut. In this way, even short-legged riders feel safe, and big and small are better integrated into the motorcycle. Changes that should also benefit the sports tourer. Because of the unchanged footrest position, the knees are strongly angled, but thanks to the high and wide aluminum mounted on the SF-
handlebar with a slight offset
the sitting position is relaxed even over longer distances.
As with the 1000 S, the successful basic set-up of the chassis is impressive. Especially on the small, poorly maintained, undulating roads of the hinterland, where you can ride an enduro
wishes under the bum, gives the
Superfighter cuts a fine figure. Sensitively appealing, well-damped spring elements convey safe, direct contact with the road. The 1000 SF remains confident on bumpy terrain and shows no pitfalls. It is probably thanks to the wide handlebar that it looks even more manageable and that it is possible to change lean angles quickly with less effort than with a sports tourer.
From that the distinctive headlights were taken over one to one and in
fitted a tight lamp cover. Their effect is far greater than
it suggests the narrow silhouette. The wind protection is surprisingly good thanks to a spoiler edge shape that has been tested in the wind tunnel and useful rear ventilation of the small window. Even at 180 km / h, the pressure on the upper body and arms is limited; Turbulence and noises in the helmet area are bearable.
MZ requires 9,490 euros for the superfighter in matt black or orange. This makes the SF one of the cheapest offers in its category. Any paintwork ex works is possible for an extra charge, two-tone versions are also possible. A shorter shock absorber can also be ordered to reduce the seat height even further. And if you think you need a few more horsepower, you can order the slightly more powerful engine of the 1000 S. If you still want to know how the Superfighter is doing compared to the competition: That’s it
in MOTORRAD 8/2005.

Technical data – MZ 1000 SF

Engine: water-cooled two-cylinder four-stroke in-line engine, one balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, wet sump lubrication, injection, Ø 51 mm, regulated catalytic converter, battery 12V / 12 Ah, hydraulically operated multi-plate oil bath clutch, six-speed gearbox, chain.
Bore x stroke 96.0 x 69.0 mm
Displacement 999 cm³
Compression ratio 11.5: 1
rated capacity
83 kW (113 PS) at 9000 rpm
Max. Torque 98 Nm at 7000 rpm
Chassis: bridge frame made of steel,
Bolted rear frame, upside-down fork, Ø 43 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake rear, Ø 243 mm, two-piston fixed caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/50 ZR 17
Dimensions and weights: wheelbase 1445 mm, steering head angle 64 degrees, caster 103 mm, spring travel f / r 120/120 mm, seat height 825 mm, weight with a full tank of 209 kg, payload 217 kg, tank capacity 20 liters.
Two year guarantee
Colors black, orange, any desired color possible for an additional charge
Price 9490 euros
Additional costs 128 euros

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