As soon as you’ll meet the MZ 1000SF everything I wrote about its exterior design will surely be forgotten and you won’t help yourself in not giving it a go. Turning the key in the ignition will bring the instrumentation to life and while waiting them to do their self check routine, the healthy sound coming from the exhaust will announce you that you’re in for one interesting ride.
But the city has its plusses and minuses and we all have to deal with them even when going for a test drive. The 1000SF is light and very maneuverable so I had quite a fun time passing through traffic jams and proving that not only scooters are made for this job. I soon reached to the conclusion that the versatile piece of machinery is ideal for commuting and it is all due to its chrome molybdenum double tube bridge frame.
The suspensions equipment is highly efficient and speed bumps won’t become your daily nightmare. It is quite enjoyable if you take in consideration that lately you’ve only ridden back-ripping choppers.
MZ considered that a 999cc water-cooled four-stroke in-line twin is exactly what the 1000SF needed in order to become quite a performer so it took the engine right from the supersport version, the 1000S and retuned it a little bit in order to be considered more suitable for a sport touring motorcycle than for a racer with headlights. By now, you probably have no doubts that you will be the first one that leaves from stop signs, but I must say that the engine, although powerful, delivers linear power all the way up the limits of the rev range.
In order to better check that out, I rode the MZ directly to the twisties where I knew that if it lacked something, it will become noticeable there. I was soon leaning confidently and even though it doesn’t have the sharp steering of a 600cc supersport bike, it can be pushed further than its supposed “limit”. The engine is strong-pulling and gets it up quickly and you’ll be soon preparing for an even tighter corner that will help you give the big “OK” for this ride.
2008 MZ 1000SF
But I was willing to get the best out of this motorcycle and out of myself so the riding position had to be just right. In this case, the seat is low, the handlebars are orientated towards the rider and the footpegs feel just fine with the asphalt-grinding cornering that you’ll be soon doing without stressing any parts of your body.
When the road straightens and you’ve had enough cornering, the MZ will invite you to open its throttle wider and shift all the way up the sixth gear. In my case, this kind of daring activity raised the speedometer’s needle up to 140mph while I was tucked in beneath the small fairing while I kept the throttle open with my fingertips. At that level you can’t see much in the rear view mirrors, but the bike doesn’t vibrates or warns not being able to go like this until you run out of gas.
And if it does happen to need some braking action, there is nothing more reliable on the thing than the Nissin brakes with which MZ hooked it up. I wasn’t even needed too apply more force than the one coming from only two of my fingers and the tip of my boot. The braking power will have you stopped in an instant, but this should worn you when willing to hit the brakes while cornering.
Awesome riding experience and German building quality! This is how I would describe the MZ in fewer words, but it is strongly recommended that you get a feel of it yourself.
During this review, your riding appetite has probably been ignited, but if you’re still in front of your computer and even more willing to buy the MZ 1000SF, the $10,995 MSRP will probably have much to do with your final decision. It is good to know though that the Triumph will require $10,299 and that says everything.
It is not the cheapest and not the best, but it still has a decent quality-price ratio, something that many riders look for when choosing the bike on which they will pop-up wheelies right after taking it from the showroom floor.