The MZ motorcycle company has a long and varied history interrupted by take-overs, mergers and wars.
But after WWII, MZ produced their RT125cc which later found its way, under licence, into the BSA bantams and Harleys of the post war years. Bikes of this design were made in their thousands and helped to mobilise populations after the conflict and also helped to establish MZ as a competent motorcycle manufacturer.
The TS range of bikes were produced from 1973 to 1985. The range included three engine capacities with high or low handlebars and in Alpine (standard) or lux (deluxe) trim. The largest engine was the 250cc model which stood alone with its own frame and gearbox arrangements. The smaller bikes of 150cc and 125cc capacity were identical apart from the smaller piston area and one less tooth on the final drive gear of the smaller bike.
The Lux models had two upgrades from the Alpine. The tank side panels were chrome on the Lux bikes, rather than paint coloured. And the Lux bikes had twin clocks, including a rev-counter, mounted on the handlebar clamps, rather than a single gauge in the headlight shell.
To many people, the bikes didn't score highly cosmetically. Their appearance was utilitarian, without the swooping curves of a faring or fashionable speed stripes in the paint. The boxy nature of the tank and side panels did little to help.
However, the TS scored highly where it mattered, namely durability and ease of maintenance. The simple 2 stroke power unit produced modest output but was reliable and would withstand any abuse. They were the ideal, no fuss bike, for traveling or commuting all year round.
As an illustration of the bike's reliability; in the 1970s, motorcycle firm Oxford Motorcycle Engineers assembled a team of riders to ride a standard TS150 round the Oxford ring road for seven days and nights non-stop. By the end of the week, they had covered the equivalent distance of a ride from Oxford to New Delhi with no issues.
Additionally, most riders found the bikes very comfortable with the flat bars, softly sprung suspension and steeply curved tank. Added to that, the MZs were keenly priced and gave good value for money. Below are some of the notable features of this utilitarian bike.
The drum brakes were designed with internal levers. This meant they were more weather tight and less susceptible to damage. It also offered a cleaner appearance externally.
The front brake was only a single leading shoe, but as a light bike with modest performance, they were expected to be adequate.
The ignition switch had a number of functions.
Off - off
1- Ignition
2- Ignition with city lights
3- Ignition with headlights
4- Park lights
5- Emergency start.
The emergency start feature allowed the bike to be jump started with a flat battery by running the ignition circuit direct from the dynamo.
The filler cap lacked a lock, but featured a useful measuring cup on the underside to decant the right amount of 2-stroke oil for a gallon of petrol.
This ensured oil was mixed at the intended ratio of 1:50 or 2%.
The engine itself couldn't be simpler. A single cylinder 2-stroke unit with crankcase induction, 4 gears and sliding carb.
With no valves to adjust and no oil/filter changes needed, the bike was easy to live with.
Like any 2 stroke, the engine could rev freely. Not often could it be said that the maximum speed of 66mph (for the 125cc model) was essentially the same as the cruising speed.
Another feature helping to make the bike a good all weather bike was the fully enclosed chain case. However rather than the usual steel case, venerable to rust and noise, MZ used a rubber gator design. Very weather tight, very tough, and a good aid to extending chain life.
The side panels were a significant feature on the TS models. The right one housed an air filter and a useful lockable storage box for tools or 2-stroke oil. The left one housed the 6v electrics including battery, regulator and ignition coil.
To compliment the tool box, under the seat was a hand pump; and wheels of the same diameter meant only one spare inner tube needed to be carried when touring.
The bikes featured a nicely made centre-stand which was easy to deploy and made from a single aluminium casting.
Aluminium was readily available at the time the TS bikes were manufactured, but steel was not. Consequently, the bike benefited from some notable aluminium components including the centre-stand and rear frame section, the hubs and the rims; not to mention the engine casings which were all of high quality.
A side stand was a option and where fitted, replaced a spacer on the back axle. It was not well suited to deployment when sat on the bike, but very good in operation with a generous foot for softer surfaces
The exhaust on all MZs was nothing to look at but thanks to an engineer called Walter Kaaden, they were better designed than the competition. At the time, Kaaden was the only person who fully understood the role of resonance and back-pressure in a 2-stroke exhaust. He was able to model and fully optimise an exhaust system for a given engine. As a result, for many years, MZ motorcycles had more power per cc than other manufacturers, and they had significant road and trials success as a result.
In conclusion, the MZ TS bikes, although cosmetically challenged, deserved respect for their reliability and value for money. Looking at statistics alone, it would be hard to argue a case for not buying one, if you were looking for a general purpose motorcycle in the 1970s.
MZs were not for track-days, for sunny rides, for racing or posing at the bike meet; they were for riders who rode all year round, for commuters who needed economic travel and for tourers who wanted a rugged load carrier with comfort for two. Their simplicity gave them reliability, they could withstand abuse, could be fixed at home or the roadside, and were capable of years of dependable service.
This TS125 was a genuine barn find, with a seized engine and rear brake. It was revived, rather than restored, to retain its hard earned patina, but with a few sensible upgrades along the way including; stainless spokes for both wheels, a solid-state regulator, an ammeter to monitor the 6v electrics, and an LED daytime running light.
This page details the restoration work and there are other links for an engine/gearbox rebuild and other remedial work.
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