Top test MZ 1000 S

Top test MZ 1000 S

Top test MZ 1000 S

Fed up with sound

When it comes to sound, the MZ 1000 S does not beat any other two-cylinder unit so quickly. The MOTORRAD top test clarifies which qualities the sportiest German road machine has.

Wrrrrommm! A rumbling and angry sound rips apart the cold winter air.

The small group of motorcycle testers on the roadside listens with relish the characteristic sound of the MZ sprinting away on their first
Measurement run until the silver line of paint on the horizon disappears. A two-cylinder in-line with a 180 degree crank pin offset: This typical key has not been heard very often in recent years; very dampened with the first Yamaha TDM 850 and with very few Laverda that were still built in the 90s.
Today, when two-cylinder, apart from the BMW boxer, are built almost exclusively in V-shape and themselves
the TDM-900 motor with a 90 degree crank pin offset imitates the V2 impact
the MZ 1000 S just right. Because the tone sequences of the V-Twins with their 45 bis
90 degree cylinder angles are reminiscent of the uniform splash of the hit parade that slowly but surely lulls us. The new German wave shakes us awake.
It is about time. It took the MZ team a long time to get the sports tourer ready for series production. Three and a half years of eager waiting have passed since the first announcement. Now at last it roars past with its characteristic sound, legal, officially approved, with 24 kilometers on the speedometer and approved for testing.
So it is called carefully first
run in before she has to let her pants down on the dynamometer. Does she even manage the 114 hp that
MZ promises? A lot has already been promised. But whoops! The row twin is even stronger. The Dynojet roller test bench attests to a whopping 118 hp on the clutch at 9400 rpm. A good value, even if the test bench is one
shows an extremely spooky performance curve, which is only partially noticeable when driving.
The engine vibrates, especially under
Full load. And not bad. Below 5000 rpm it tingles and crawls from the handlebars to the footpegs that you want to quickly shift down a gear to leave this inhospitable speed range. Apart from that, the power development up to almost 5000 rpm is rather unspectacular. When the throttle flaps are opened at 3000 rpm, you can feel the torque weakness there. Above that, the two-cylinder turns evenly up to the red one
Area. The dents in the performance curve are then not felt.
Unfortunately it is the MZ technicians
not yet succeeded in giving the 1000 twin a smooth throttle response. If you do not apply the gas carefully, it pushes suddenly and with a jerk and produces annoying load change reactions. So are tight turns and slow
hairpin bends to be driven a little challenge for the driver. On
every abrupt change in the throttle position is involuntarily followed by steering corrections and screwing up a clean line. In short: you have to focus on the MZ if you want to enjoy winding roads in connection with low-speed driving.
Only when the MZ driver can open the tap properly and hit the wild side of the 6000 mark is the world largely in order. If you use the steep power increase of the two-cylinder, you sort the gears
In the six-speed gearbox, which can be shifted exactly but with a little effort, the driving pleasure begins with the M.Z 1000 S really. Meanwhile, high-speed driving takes its toll. 6.2 liters of fuel consumption at brisk country road speed are not exactly frugal, at least the range of over 300 kilometers is perfectly fine thanks to the 20-liter tank.
The tightly coordinated ex works
and yet sensitively appealing Marzocchi upside-down fork and the Sachs shock absorber, a brisk pace is very suitable, because up to one
a high degree of sportiness, precise feedback and direct contact with the road.
The steering acknowledges brisk acceleration on an undulating road
slight, but hardly to be taken seriously stirring movements. As a result, the sports tourer from Zschopau can afford to do without a steering damper. The MZ 1000 S follows steering commands precisely, masters quick changes of direction with pleasantly little effort, even though it is proud to be ready to drive
Weighs 234 kilograms. Nevertheless, the Saxon feels extremely handy.
Thanks to fully adjustable spring elements, the chassis can be adjusted much more comfortably if adverse circumstances require it. With a little less damping in the fork as well as in the
The shock absorber filters out undulating asphalt and potholes with holes in the road surface, just like a Dolby button suppresses annoying noise when listening to music.
Nissin’s brakes meet the standards of modern sports tourers. You do not respond super biting, delay
however, very stable. However, the fork hits the block hard when braking hard.
If the MZ 1000 S is to be successful, it still needs to be improved. Less on the chassis, but on the drive. With a modified map of the injection, MZ wants to help the rough engine run, the unsatisfactory throttle response and power development soon. The great sounding two-cylinder would have deserved it.

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Top test MZ 1000 S

Top test MZ 1000 S
Fed up with sound

What else caught my eye

Amazingly good wind protection, little turbulence and wind noise Very good workmanship, clean electrical plug connections, tidy cable laying Good and useful tools Clever fold-out luggage hooks under the


651 points mean a good debut for the thousands. A great sound, a distinctive, independent look, a chassis that was tuned with sense and understanding. Motorcyclists had to put their heart and soul into the development of the MZ 1000 S.

Technical specifications

Engine: water-cooled two-cylinder four-stroke in-line engine, a balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, wet sump lubrication, electronic intake manifold injection, Ø 52 mm, engine management, regulated Ka


Driving performance Top speed1 240 km / h Acceleration0 ?? 100 km / h 3.6 sec0 ?? 140 km / h 6.0 sec0 ?? 200 km / h 12.3 secDirection 60 ?? 100 km / h 5.6 sec100 ?? 140 km / h 4.7 sec 140 180 km / h 5.8 sec Speedometer deviation Effective (display 50/100) 49/95 k

Drive performance

Top speed 30 21 Acceleration 30 19 Pulling force 30 18 Engine response / load change behavior 20 15 Power development 30 19 Starting 10 9 Clutch 10 7 Power transmission, shifting 20 15 Gear ratio 10 8

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