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Revised engine management of the MZ 1000 S
Newly regulated
Some things can show performance curves, but many things cannot. Because they only record like an engine
Developed at full load. The complicated gas-dynamic interplay in the partial load range, the transitions from pushing operation to pulling, which take place gently or with the flaps torn open, swimming in traffic can only be reproduced by measurement on simulators that cost millions.
That’s why the performance curve of the M.Z 1000 S, now with gear-dependent ignition adjustment and auxiliary air control as well as finer control intervals for engine management in the
lower speed range is practically the same as before. Except that top performance and torque
decreased. When driving, however, there are considerable differences in favor of the new set-up in the disciplines of responsiveness and load change behavior, smoothness and constant driving.
This is how the in-line twin cylinder tolerates
the MZ now roughly tears the gas in the upper gears from a speed of 3200 rpm; if you only develop the first few degrees with a minimum of sensitivity, you can even soften the initial rattling to a large extent. With less than 3000 revolutions, the 1000 twin should not be too heavy
to necessitate. He already produces for this
the 4000 mark noticeable, if not intoxicating boost. In the old configuration that MOTORRAD (see issue 5 and 7/2004) had tested in the spring, up to 5000 tours was almost impossible to think of pulling due to the rattling noise.
To assess the load change behavior, the tester repeatedly drove two
Intertwining, widely drawn curves and did what a good motorcyclist shouldn’t actually do: he turned the gas on several times in a row and then immediately back on. Again with a positive result. Regardless of whether at medium or screeching high speeds, the load changes are accentuated, but not rude. The MZ stayed on the chosen line, steering corrections, as they were necessary with the first test machine after its abrupt load changes, are no longer necessary. At least they stay below the threshold of awareness.
While swimming in the traffic a constant jerk was still evident, but that was also a lot less compared to the sharp tears from earlier
more moderate, at both low and medium speeds. The upper area is not practical, it was adopted for the MZ engine.
Are you okay now? Now that too
again not. As before, the MZ-Twin is not a role model in terms of smoothness and torque, and vibrates heavily under load. But he’s on the right track. Incidentally, MZ chief developer Jurgen Meusel explains the slight loss of performance with series tolerances; it was not due to the new vote. And the MZ engine always achieves the specified 114 hp. ras
Technical data – MZ 1000 S
Engine: water-cooled two-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, injection, regulated catalytic converter, six-speed gearbox, chain.
Bore x stroke 96.0 x 69.0 mm
Displacement 999 cm3
Compression ratio 11: 1
Nominal output 84 kW (114 hp) at 9000 rpm
Max. Torque 98 Nm at 7000 rpm
Chassis: Bridge frame made of steel, upside-down fork, Ø 43 mm, central spring strut with lever system, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 240 mm, double-piston floating caliper.
Dimensions and weights: wheelbase 1425 mm, seat height * 835 mm, weight with a full tank * 234 kg, payload * 166 kg, tank capacity / reserve 20/5 liters.
Two year guarantee
Colors silver, black
Price including additional costs 12,118 euros
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