Technology: MZ 1000 S engine

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Technology: MZ 1000 S engine

Technology: MZ 1000 S engine
Something that takes a long time……

……finally drives well, hope Saxony’s motorcycle builders hope. Because it took some time before MOTORRAD was able to take a close look at the much-anticipated MZ two-cylinder.

Waldemar Schwarz

08/23/2002

It can be a little more. As when buying sausages, the MZ men remembered just in time that the appetite would come while eating. Their two-cylinder project was already in the middle of development when the Saxons dawned: The engine designed by the companies Wenko and Weber will never produce enough power to satisfy the real fans of two-cylinder athletes. So in November 1999 they ordered a lookup for horsepower and displacement from the developers. It should be the full liter with the option of topping up.
At the same time, however, that required considerably more time, because this decision meant starting from scratch again. Instead of taking over parts of the construction, the team around project manager Bernd Noack decided in November 2000 to start over from scratch. In spite of the advanced stage of development, the engineers had to realize: “The concept would not have been viable for the future.” For example, within eight weeks, not only was the design created using the CAD process, but also a completely machined motor housing. The only fundamental feature that the designers retained was the in-line arrangement of the two cylinders. The original design with an overhead camshaft would have prevented high speeds and thus a decent power output. Two shafts now operate four valves per cylinder directly via bucket tappets. Their drive by means of a timing chain and gear wheels moved from the center to the left side, thus saving a crankshaft bearing. The bucket tappets dispense with shims for adjusting the valve clearance, which compensate for tappets with a base of different thicknesses. The inlet and outlet valves, measuring 40 and 32 millimeters, result in a compact combustion chamber with valve angles of 12.5 and 13 degrees. Only the new design allowed a performance-enhancing, linear design of the intake ducts. An injection system with a throttle valve diameter of 51 millimeters prepares the mixture, and a regulated catalytic converter ensures clean exhaust gases.
In terms of stroke and bore dimensions, the Twin deviates from the usual dimensions of the competition. With a 96 millimeter bore and 69 millimeter stroke, it is less short-stroke than the Italian and Japanese 1000cc two-cylinder. Bernd Noack has the following explanation ready: “On the one hand, this design offers good prerequisites for high torque, and on the other hand, there is a favorable possibility of increasing the displacement for future models”. If you take a closer look at the cylinder, you will notice that there is still enough wall thickness for boring. The cylinders, which are inclined 40 degrees to the front, should enable weight distribution based on the front wheel and create space behind the engine for units such as the hydraulic unit of an ABS. They are integrated into the upper part of the motor housing and thus contribute to its rigidity. The engine housing is also noticeable due to its inclined parting plane, which only accommodates the crankshaft and balance shaft. The lower eye of the connecting rod is cracked, i.e. broken in two halves so that the fracture surfaces produce an ideal fit during assembly. The crankshaft with slide bearings is cranked by 180 degrees, the resulting moments of inertia are supposed to be compensated by a balancer shaft.
The gearbox with shafts arranged diagonally one above the other, thus saving overall length, can be completely dismantled as a cassette from the left-hand side. According to Bernd Noack, the inclined pitch and the cassette gear offer more options for the future. The alternator, the rotor of which sits directly on the right-hand crankshaft stub, and the multi-disc oil bath clutch on the right-hand side of the transmission input shaft are relatively wide. The starter is placed behind the cylinders.
With all its attachments, the two-cylinder weighs 71 kilograms and thus weighs about as much as the unit on the Honda VTR. Solid mechanical engineering takes its toll. Nonetheless, Bernd Noack promises a total ready-to-drive weight of around 210 kilograms, a value with which the 1000 p baptized new MZ can hold its own against the two-cylinder competition.
The performance is currently at their level. The test engines are currently expected to deliver around 115 hp on the dynamometer, although the developers are confident that they will be able to mobilize a few more horses before the start of series production. It is now finally within reach, as the testing is already at an advanced stage. In addition to four endurance runners who reel off kilometers every day around the clock, prototypes in VW’s climatic wind tunnel completed all driving conditions from city trips to pass tortures at 40 degrees. The chassis had to prove its standing quality on the in-house hydropulse system.
Real standing quality is also required by anyone who fell in love with the jagged 1000 S, which was already presented at the last Intermot, at first sight. Now, finally, they should be rewarded: Immediately after the presentation at Intermot, the dealers will be supplied, and the first motorcycles could be with customers in autumn. A real new beginning for MZ. And sales manager Karl Schmitt even sees the 1000 S as a harbinger of an entire MZ generation. MOTORRAD likes to hear its customers, according to the plan, a first driving report is due in September. And he could clarify whether it should really be that much: Schmitt puts the price of the 1000 S at the level of the Aprilia Mille. Around 12,600 euros.

Technical specifications

Engine: water-cooled two-cylinder four-stroke in-line engine, two overhead camshafts driven by chain and gearwheel, four valves per cylinder, electronic manifold injection, Ø 51 mm, engine management, regulated catalytic converter. Bore x stroke: 96 x 69 mm Displacement: 999 cm³ Nominal power: approx. 88 kW (120 PS) Max. Torque: approx. 95 Nm (9.7 kpm) Power transmission: primary drive via gear wheels, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.

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