MZ ES 125/150

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MZ
MZ ES 150 1967 Front.jpg
MZ ES 150 built in 1967 with single seats, restored
ES 125/150
Manufacturer VEB Motorradwerke Zschopau (MZ)
Sales description ES 125/150
Production period 1962 to 1978
class Motorcycle, light motorcycle , motorcycle
Motor data
Single cylinder - two-stroke - gasoline engine
  • 123 cm³ with 08.5 PS , 1.10 kpm , 90 km / h
  • 143 cm³ with 10.5 PS , 1.35 kpm , 95 km / h
  • 123 cm³ with 10.0 hp , 100 km / h
  • 143 cm³ with 11.5 hp , 105 km / h
transmission 4 courses
drive Chain, fully encapsulated
Brakes Drum vo / hi; 150 mm
Wheelbase  (mm) 1270 mm
Dimensions (L × W × H, mm): 1990 × 750 × 1150
Empty weight  (kg) 112
Previous model MZ 125
successor MZ ETS 125/150

The motorcycles of the ES 125/150 series rolled off the assembly line at VEB Motorradwerke Zschopau between 1962 and 1978. They supplemented the ES series manufactured since 1956 and replaced the RT 125/3 . The ES 125/150 is one of the most popular motorcycles in the world, although no reliable information is known about the total number of units. In 1964 the machines were awarded the Q quality mark .

Zschopau city arms on the handlebars of an ES
MZ logo on an ES 150

technology

landing gear

The frame of the ES 125/150 was novel both in terms of design and production. Instead of a welded or soldered tubular frame, it had a pressed steel frame . The two frame halves were connected exclusively by flanging over a fold without welding points. As a result, the torsional stiffness could be increased by 20%. In addition, there was no need to import an expensive multi-spot welding device. This frame construction was used - with minor modifications - in the TS 125 series until 1985. A comfortable full swing construction - similar to the large series - was chosen for the chassis . Like the rear saddle carrier, the front wheel carrier was cast from light metal. The reduced mass around the steering axis compared to a steel part, just like the relatively large 18 "wheels, had a considerable effect on the driving stability. Nevertheless, there was a certain tendency for the handlebars to swing, which could arise, for example, as a result of the wheels not rotating completely or incorrect balancing Full-hub drum brakes were basically adopted unchanged from the previous series, and the now internal operating levers from off-road sport contributed to the closed appearance of the machines.

drive

The engines were developed from the standard engine already used in the MZ 125/3 and the SR59 scooter . The crankshaft was redesigned; the crankshaft bearings were no longer lubricated by the mixture, but by the transmission oil. The connecting rod was converted to needle bearing. The mixing ratio of oil and fuel could be reduced to 1:33. There were also cylinders made of composite casting. The cast iron - liner was cast in a cylinder body made of aluminum. Characteristic for the engine was a favorable torque curve over a wide speed range, the well-muffled exhaust noise and full throttle resistance typical for MZ, but also the tendency to glow ignition after the engine was switched off. A special feature of the carburetor from 1964 onwards was the possibility that turning the throttle grip beyond the zero position would lead to a complete interruption of the spray supply. In this way, irregular ignitions when driving downhill or even glow ignitions could be suppressed. There were difficulties with the crankshaft journal (accessible from the right side). He "said goodbye" quite often after a sporty driving style, and the GDR workshops - often production cooperatives of the handicrafts (PGH) - knew this problem well enough. The two variants 125 and 150 differed from one another only in terms of pistons, piston pins, cylinders, cylinder heads, carburettors, intake manifolds and secondary ratios. In a test report from 1963, both types reached the official maximum speed with the driver sitting upright and came up to 100 and 103 km / h with the driver lying down.

Furnishing

A special feature is the fixed-frame headlight. The headlight housing formed an extension of the bench-tank line , similar to the DKW Hummel 115 . The series owes its nickname "racing flashlight" to this design. The exterior of the small ES series was praised by the trade press as a harmonious combination of function-related and designed form, as was the very good seating position and location of all controls. For the first time, a production motorcycle featured a headlight with asymmetrical low beam. In contemporary reports, the headlight was therefore rated as very exemplary, but the unchanged 6-V system with 45/40 W headlight power limited the possibilities. The ignition system was an interrupter ignition with a 6-volt battery under the left side cover and an ignition lock with 5 positions from left to right: ON with light on, ON with parking light on, ON without lighting, OFF, OFF with Parking light and pushing. In contemporary endurance tests, there were repeated defects in the alternator that impaired the otherwise high reliability of the machine.

The machines were optionally equipped with bench or single seats. Of course, the tried-and-tested chain guard, consisting of a plastic chain case and elastic chain guard tubes, was used again. The ES was equipped with spoked wheels measuring 18 inches and tubular tires measuring 3.00-18. With an air pump and extensive on-board tools, the ES was well prepared for on-the-go assistance at the factory. Brackets were available as accessories.

Facelift

During the course of their production, external and technical changes were made to the machines on an ongoing basis - partly in parallel to the other series. The paint scheme and color range were changed in 1964. The cooling fins were enlarged in 1965 to improve thermal stability. The cylinder body, which was still reminiscent of the “ancestor” DKW RT 125, gave way to the well-known “broad-ribbed cylinder”. The central float starter carburetor replaced the previous carburetor with an air slide. MZ gave the left cover of the gearbox an angular shape. In 1967 the shape of the indicators changed. From 1968 there was a segment tachometer instead of the previous round tachometer.

In 1969 MZ redesigned the engines. By making changes to the intake system (air filter, carburetor, intake manifold), the exhaust, as well as the timing and compression, the performance could be increased. At the same time the carburetor cover was omitted. The tapered exhaust system gave way to a new diagonally cut exhaust. The series was now called the ES 125/1 Trophy and received the corresponding lettering on the tank. The reason for this was the six-time win of the WorldTrophy at the Six Days .

With the telescopic fork of the ETS 250, the tank from the Simson Sperber and another bench, the MZ ETS  125 emerged from the ES 125/150 Trophy in 1970. The production of the ES models was continued in parallel. Unlike the large ES models, the ES 125/150/1 Trophy remained in the range after 1973, parallel to the TS models, in order to be able to continue to offer fans of the comfortable full swing chassis. With silver fenders, exposed struts, the flat seat of the TS, new colors and the new MZ logo on the tank, the models were given a sportier appearance. However, the volume of production decreased. In 1977 the engine, which was basically from the thirties, was revised one last time. The bearings of the piston pin, the connecting rod on the crankshaft and the crankshaft have been changed in order to be able to use a 1:50 mixture from now on. In the same year, the production of the small ES models was finally stopped.

ES models, 125 cm³

ES 125/1 Trophy
ES 125 ES 125/1 Trophy
Years of construction 1962-1969 1969-1977
Displacement 123 cc 123 cc
power 8.5 hp 10 hp
Empty weight 115 kg 115 kg
Top speed 90 km / h 100 km / h

In contrast to many other countries, the 125cc displacement class played an increasingly subordinate role in the GDR, as changed driving license regulations permitted the use of 150cc machines with the driver's license available from 16 years of age. The 125 MZ models therefore made up a rather small part of total production, which was mainly exported.

ES models, 150 cm³

The photo shows an original sales contract, the price tag and the GDR vehicle registration document for an MZ ES 150 from 1967, including stamps and signatures as well as license plates etc. some private data has been deleted
ES 150 ES 150/1 Trophy
Years of construction 1962-1969 1969-1977
Displacement 143 cc 143 cc
power 10.5 hp 11.5 hp
Empty weight 115 kg 115 kg
Top speed 95 km / h 105 km / h

MZ modified the engines of the RT 125 for the IWL in Ludwigsfelde as early as the mid-1950s . One of the modifications to the MZ engines was the expansion of the displacement to 150 cm³ from the Berlin SR59 scooter , as the heavy scooters with the 125 cm³ engine only achieved unsatisfactory performance. Nevertheless, it was only with the ES that an MZ model with 150 cm³ appeared. Motors of the ES 150 were also used in the IWL-Roller Troll until the end of 1964 . The new price of the ES 150 was 2285 marks.

gallery

  • MZ ES 150/1 Trophy

  • Rear view ES 150 with "cigar-shaped" exhaust and single seats, restored

  • Round speedometer of the ES 150 up to 1967, oval from 1968

  • Type plate "VEB Motorradwerk Zschopau"

  • Model designation on the rear fender ES 150

  • Rebuilt MZ ES 150 approx. 1982. The machine was accepted by the People's Police District Office without any problems.

Total number of pieces

With 16 years of production, the ES 125/150 series is the longest produced series of MZ motorcycles. However, from 1974 only a comparatively small number of machines were produced parallel to the TS series. There is still a lack of clarity about the number of items manufactured over the entire period. The figure of 900,000 mentioned in some publications must be questioned; Mainly because “only” about 500,000 machines of the TS 125/150 series were built in 13 years (1972–1985). From the data provided by the members of the MZ forum (frame number + production date) it can be deduced that hardly more than 340,000 ES 150 and 125,000 ES 125 were built. A French publication speaks roughly in agreement of a total of 454,310 machines. The ES 125/150 series is one of the most popular motorcycles in the world.

literature

  • ES 125/150 - the new motorcycle series from MZ. In: Motor vehicle technology 10/1962, pp. 419-423.

Web links

Commons : MZ ES 150  - Collection of pictures, videos and audio files

Individual evidence

  1. ↑ Quality mark Q for MZ ES 125 and 150. In: Motor vehicle technology . 7/1964, p. 273.
  2. ↑ Automotive engineering 10/1962: ES125 / 150 - the new motorcycle series from MZ.
  3. ↑ a b c d Motor vehicle technology tested MZ ES 125 and ES 150. In: Motor vehicle technology (KFT) 11/1963, pp. 426–430.
  4. ↑ Connecting rod needle roller bearings. In: Motor vehicle technology 1/1964, pp. 9-10.
  5. ↑ From the Leipzig spring fair. In: Motor vehicle technology 4/1964, p. 124.
  6. ↑ First driving impressions with the MZ ES 125 . In: Automotive Technology . 1/1963, p. 25.
  7. ^ To the long-distance assessment MZ ES 150. In: Motor vehicle technology 9/1964, p. 349
  8. ↑ KFT 06/1969: Further development of the small MZ type series ES125 / 150.
  9. ↑ KFT 03/1971: MZ motorcycles ETS125 / 1 and ETS150 / 1.
  10. ↑ KFT 09/1977: Quality improvements on the MM125 / 150 motor.
  11. ↑ Double anniversary in Zschopau . In: Motor year 1982 , transpress VEB Verlag für Verkehrwesen Berlin, p. 36.
  12. ↑ The most built German motorcycle ... In: mz-forum.com/. Retrieved November 4, 2013 .
  13. ↑ MZ ES125–150 - des utilitaires de classe, quatrième album de "L 'Amicale des Motos MZ", 1992