- Water-cooled 4-stroke in-line twin
- 6 gears, cassette
- Horsepower @ RPM:
- 83 KW (113 PS) at 9.000 rpm
- Torque @ RPM:
- 98 Nm at 7000 rpm
- Electronic suction pipe injection
- 999cc L
- 0-60 time:
- 3.4 sec.
- Top Speed:
- 140 mph
MZ introduces the new 1000SF SuperFighter as an impressive and versatile competitor for the four, three and two-cylinder naked bikes offered by manufacturers all over the world. The bike is that competitive due to its in-line twin which provides it with the needed torque in order to make a damn good impression even in the fiercest fight. Let’s see what it can do!
Even though it bases its creation on the 1000S the 1000SF managed in a really short time to individualize itself as the German manufacturer’s (and we’re not talking about BMW) alternative to the streetfighter offering.
Having a unique 999cc water-cooled four-stroke in-line twin, the naked proved able to make a lot of people curious and this is why we’re witnessing the introduction of the 2008 model year.
The bike which the MZ is practically built against is the Triumph Speed Triple. Known for creating incomparable Urban Sports that are fitted with three-cylinder engines and a lot of character, the English manufacturer clearly shows having everything sorted out by now. Even more, 2008 refinements such as a new LED rear light, a redesigned radiator, black anodized front forks and new tapered anodized aluminum handlebars set it even further from the MZ. All that power (131 HP) coming from the 1050cc liquid-cooled, DOHC, in-line three-cylinder engine is being harnessed by the new Brembo radial front brakes.
Ducati also enters the scene with a pretty powerful (95 HP), but very stylish Monster called the S2R 1000. It is the biggest ever made and it is characterized best through the 1000 Dual Spark engine and Trellis frame. This one is a V-Twin packed with fuel injection and computer engine control so technology wasn’t an issue while developing it. It is the least powerful in this battle, but we should never underestimate a Ducati.
But this fight would have been great even without the English or the Italians. We would have seen the Germans ride their bikes to exhaustion and then draw the conclusions. The second participant would have been the BMW R 1200 R, a sporty and very maneuverable motorcycle fitted with a boxer engine producing 109 HP (the closest numbers to the ones of the MZ)
To be honest with you, I didn’t saw anyone that would recognize this MZ out on the streets and although the Germans feel well at home when it comes to bulletproof mechanics, the bike’s appearance isn’t as sexy as you would expect from a bike in its category.
Not only the engine, chassis and virtually any bolt on it can also be found on the 1000S, but the headlights and the fairing surrounding it also reminds me of MZ’s supersport motorcycle. It looks more like a stripped-down racer than a streetfighter as it has a simple gas tank and sporty rear end, nothing too short or anything that would stand out on the streets.
I’ve always liked the way a two-pipe exhaust looks on virtually any kind of motorcycle and the MZ 1000SF makes no exception, but what I don’t like on it is the fact that the engine, frame, tranny don’t create the impression of a toy rather than a perfectly working motorcycle and that tends to disappoint me.
Although not ugly, this bike won’t stand out with anything in particularly at all, but the colors. It is available painted Pirate Black, matt, SF Orange, Green Hell, MZ Red, Schleizer Yellow and Speedway White. Personally, I’ve never heard of such color options for one bike so I guess it does have a good point when it comes to its look too.
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.
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.
Engine and Transmission
Displacement: 999 cc
Type: Water-cooled 4-stroke in-line twin
Compression ratio: 11,5 : 1
Output: 83 KW (113 PS) at 9.000 rpm
Max. torque: 98 Nm at 7000 rpm
Cylinder angle: angled forward 40°
Valve stroke: 10 mm
Valve overlap 33°
Valve size: Intake 40 mm / outlet 32 mm
Valve angle: 25°
Cylinder distance: 107 mm
Throttle body diameter: 50 mm
Engine control: Electronic engine control
Mixture preparation: Electronic suction pipe injection
Lubrication: Pressure circulating lubrication with wet sump
Engine operation: Double overhead camshaft (DOHC); 4 valves per cylinder, activated via bucket tappets, hydraulic chain tensioner (HyCT); differential gear shaft
Sensors: Crank shaft position sensor,Throttle body position sensor, Air temperature
sensor, Lambda probe, Cooling water temperature sensor
Exhaust silencer system: 2-in-2 stainless steel, resonator type muffler SEBRING
Piston speed at rated speed: 20,7 m/s
Exhaust gas cleaning: Euro 2, two regulated catalysists
Transmission: 6 gears, cassette
Primary step down gear system: Spur gear
Primary ratio: 1 : 1,755
Dimensions KW bearing: dxB 46 mm x 21 mm
Type of transmission: Spur pinion-change (wheel) gear with dog-type lock shift
1st gear 1 : 2,6153 | 4th gear 1 : 1,5882
2nd gear1 : 2,0000 | 5th gear 1 : 1,0909
3rd gear 1 : 1,5556 | 6th gear 1 : 1,0000
Secondary ratio: 17/45 (series), optional 17/43 o. 16/43
Clutch: Wet multi-plate clutch, hydraulic
Secondary Step-down gear system: Chain 530 5/8 x 3/8, 108 left, rolls
Chassis and Dimensions
Frame: Chrome molybdenum double tube bridge frame (CMDT), rear frame bolted
Front wheel suspension: 43mm upside-down fork by MARZOCCHI; adjustable tension
and pressure damping, adjustable initial spring tension
Rear wheel suspension: Two-armed aluminium cantilever swinging bracket, central telescopic leg by SACHS, adjustable tension and pressure damping, initial spring tension hydraulic manually adjustable
Range of spring - front / rear: 120 mm / 120 mm
Frame twist stiffness: 1570 Nm/°
Swingarm twist stiffness: 2100 Nm/°
Wheel base: 1445 mm
Caster: 103 mm
Steering angle: 65°
Steering angle left / right: 28°
Turning circle: 6m
Ground clearance with max. total weight: 100 mm (90 mm with height reduction)
Wheels: Aluminium die-casting; LIGHTCON TSW
Rim size front / rear: 3,50 x 17 / 5,50 x 17
Front tyre: 120/70 ZR17
Rear tyre: 180/55 ZR17; optional 190/50 ZR17
Front brakes: Hydraulic double disc brake (Ø 320mm) by NISSIN, floating bearing brake
discs, four piston saddle
Rear brakes: Hydraulic single disc brake (Ø 243mm) by NISSIN; double piston saddle
Overall length: 2050 mm
Overall width with / without mirrors: 965 / 853 mm
Overall height with / without mirrors: 1230 / 1150 mm,
Unloaded seat height: 825mm / optional 810 mm (HR2)
Dry weight: 209 kg
Total weight permitted: 2100 Nm/°
Max. load: 198 kg
Fuel tank capacity / therof reserve: 20 l / approx. 5 l
Warranty: 2 years, no mileage limit