Mz Es 150
MZ ES 150
CYCLE WORLD ROAD TEST
TO AMERICAN MOTORCYCLISTS, the initials MZ bring to mind a very fast, if not always reliable, 250cc two-stroke road racing machine. These bikes, with their rotaryvalve induction and expansion-chamber exhaust systems, virtually established the pattern for all other racing two-strokes. MZ's brilliant design engineer, Walter Kaaden, is generally regarded as being the man most responsible for raising the type to a level of equality, and occasional superiority, with the racing four-stroke. Unfortunately, politics and currency restrictions (the MZ is made in East Germany) have had a depressing effect on the MZ's racing career. Even so, this should not be allowed to obscure the fact that it is an excellent design.
Now then, we get to the matter of the MZ (the initials are for Motorradwerk Zschopau) street machines. Again, it is an excellent design; but prevailing conditions in its homeland have had a dispiriting result. Where more and more in the west, motorcycles have lost their utilitarian character and have become items of sporting equipment, the MZ is still obviously built for the man who will use it as sole, daily transportation. Reliability, comfort and economy of both manufacturing and operation have been primary considerations; sporting qualities, if any, were too well submerged for us to find them.
Even though economy-oriented, the MZ's engine, a single-cylinder, 143cc device, incorporates a lot of what we would rate as good features for any two-stroke. The engine would be better if it had the racing engine's rotarydisc intake valve, but a piston-controlled port does the job adequately and is cheap and simple. Lubrication is provided by oil mixed with the fuel, at a ratio of 33:1. This is very thin, but in this engine only the crankpin and piston are lubricated by oil mist. The main bearings are sealed off from the crankcase, and are oiled from the supply in the transmission. All of the main engine castings are of aluminum, with a cast-in iron liner in the cylinder. Port timing is very mild, giving good low-speed running at a fairly considerable expense in peak power. It would, however, be easy to change this, as the joint between cylinder and crankcase is quite high, passing through the midsection of the transfer ports, so the ports are accessible.
The MZ ES 150, like so many mass-produced German motorcycles, has a pressed-steel frame. But, unlike most examples of the type, the MZ's pressings form a tube — making a single loop around the engine. Then, at the back of the structure, the rear fender is a load-carrying member, to which the suspension units attach. This is most peculiar, as the rear fender is made of some sort of plastic.
Swing-arm suspension is used at both wheels. In front, the "arm" is reversed, so there is an Earles-type fork. Long-travel suspension units are fitted at both ends, with soft springs and damping, so the ride is quite smooth. As for handling? Fine, so long as you do not try to force the bike to be something it is not — but then, the overall character of the machine does little to encourage sporting type riding.
A lot of effort has been put into making the MZ an allweather motorcycle. The carburetor is enclosed, and so are all of the electrical bits. For the rider's comfort, the deeply-valanced fenders will catch a lot of spray, and there is a big splash-shield that does wonders toward keeping one's legs dry. This item is unfortunately cut a bit high, and water can splash in underneath and on one's shoes.
Also for rider comfort, in an oblique way, is a set of large and highly visible turn-indicator lights, mounted at the handlebar ends. Others can see these coming or going, and they do have their advantages. Another odd touch, and. one with some logic working for it, is the pedal for the rear brake. This is a part of the righthand footpeg, and the whole thing pivots when the pedal is depressed.
In riding the MZ, we became especially aware that the machine is not made for the sport; it is a working-man's motorcycle, and no nonsense about it. You see it in the engine's power characteristics, and in little things like the cover that slides over the ignition-key hole to exclude moisture when the bike is parked outside the factory all day. Everything seems to be made for durability, even to a complete enclosure around the rear chain, which should extend its life. It starts easily, and potters along at low and medium speeds very smoothly. The finish is moderately good; certainly more impressive than the styling, which was peculiar, to be charitable. In all, the bike is nothing to get excited about, but it gives the impression of being able to take you there, and return, for a lot of miles.
MZ ES 150
