What do you look for in a new motorcycle? Which basic, key element must exist in order to move your attention to a level closer to actual purchase? Transforming the thought process from grey matter to black and white, it's a reasonable certainty (for the Euro buyer, especially?) that style or exclusiveness rate near the top for must-have virtues. Technical or design prowess might be next, which would encompass both engine performance and chassis integrity. Finally, if there is cash waiting and garage space available, you'll be looking for some positive feedback. If every road test you read says the new Flaming Arrow has pistons made of tinfoil and it handles like a wheelbarrow with bad pins, you're probably going to pass; the pen is mightier than the sword.

Naturally, this is all going somewhere, because I conveniently omitted the most important buying draw of all: brand loyalty. And that alone is the only thing MZ's new 1000S has going against it. Our favorite Euro speedsters come to mind easily: Guzzi for shafty Italian flair; BMW for reliable travel; Aprilia, Ducati or MV for the ultimate back road or track experience; Triumph for a range of unforgettable machines. Is there's room for another?

That question can't be answered here, but we can offer you our up close and personal opinion of MZ's new flagship. However, before we begin digesting the hard parts, know this: MZ of Germany is justifiably proud of the 1000S and eager to share it with the motorcycling public. The former east German company, now owned by the Malaysian-based Hong Leong group has a long history, dating back over 80 years. After World War II, MuZ existed under communist control with very limited import, although the company sold hundreds of thousands of affordable two stroke punters. In today’s post-Reagan Germany, MZ is betting the farm with the introduction of the 1000S, they’re first big-bore four-stroke sport bike. It's been three long years of testing, mapping and emission certification to get MZ's angular franchise to this point, and we think the 1000S (which could retail for under $11K) may be in line for dark horse honors this year.

The heart of the 1000S is a liquid-cooled, inline twin, DOHC engine. Joined on top of the crankcase are two pistons in parallel, the cylinder bank canted forward 40 degrees. Why a parallel twin? Several solid advantages are gained with this arrangement, not the least of which is allowing compact engine dimensions in both width and length, as well as being lighter than a vee.

One disadvantage is a non-perfect primary balance, and that’s why MZ has added a balance shaft to offset the vibes from the staggered crank throw. Bore and stroke figures of 96 x 69 make an oversquare engine, breathing through a pair of 40mm intake, and 32mm exhaust valves per head. Feeding those cylinders are twin 51mm Bing “butterfly” throttle bodies controlled by the Sagem (now Johnson Control) EFI and ignition. Finally, the MZ’s twin cams are driven by a side-mounted chain, held in adjustment by a hydraulic tensioning device.

Meeting the strict Euro 2 emission guidelines, the 1000S has two catalytic converters in each of its twin mufflers, while the six-speed transmission features an extractable, cassette type gearbox mated to a wet, multi-plate clutch. The bore and stroke figures suggest the 998cc twin is a rev-happy engine and that’s accurate, with the good stuff arriving at 7K and continuing until the engine signs off around 9500. Horsepower measures 115 at the crank, translating to 98 rear wheel ponies @ 9000rpm.

We were duly impressed with the handling and build quality of the now departed Scorpion Tour, tested two years ago. That motorcycle used a Yamaha-built 660cc single and featured a unique chrome-moly, welded steel tube frame, so it is no surprise that MZ took a similar route in designing the chassis for the 1000S. This unit, using twin tubes per-side and ‘bridged’ with vertical brackets around the steering head and mid-length, connects the steering head to a pair of flat alloy swingarm pivots. A true perimeter design, the engine is hung solidly from the inside and used as a stressed member. In the interest of lightness, each brace is hollowed out to reduce mass.

Grafted to each end of this ultra-rigid assembly are quality suspenders: A fully adjustable 43mm Marzocchi USD fork, and an aluminum cantilever monoshock on the rear. The swinging arm warrants closer inspection, for the arms are welded at high stress points (axle, shock mount and main stand pins) to forged alloy pieces. A fully adjustable Showa shock is tucked underneath with provision to alter mounting at the main frame junction.

At both ends are cast alloy wheels of a new design. Called the Twin System, the three spoke rims are hollowed out along the edges of the spokes, reducing weight by 10% over a normal cast alloy hoop. Sizes are a uniform 17 inches, 3.5”/5.5” respectively. MZ has chosen quality Nissin brakes, twin 320mm discs up front, squeezed by 4-piston calipers and a single 240mm rear pinched by a dual piston unit. These same brakes are used on MV Agusta’s F4 series, and their performance adds to the machine’s sporting capabilities. Engineered to be sturdy, simple and light, the MZ’s chassis gives a strong clue to the exemplary design process found throughout the 1000S.

Approach the 1000S and slide the key into its center-mounted ignition. Starting hot or cold is easy, and a simple jab to the MZ’s starter button brings the engine to life instantly. First complaint: we wish MZ had opted for a fast idle lever, as cold the engine refused to idle under 1500 rpm. The rapid tickover combined with a tighter-than-average gearbox produces an uncomfortable “clunk” dropping the bike into gear. That’s the only wart, for after you settle into the MZ’s wide, comfortable seat and reach for the nicely angled clip-ons, the fun of riding Europe’s newest supersport begins.

A bit of thudding through the pegs is felt, those vibes matching the muted throb heard from the twin-cat equipped silencers. Fitting well into the 1000S, you’re free to row up and down the gearbox, allowing the engine’s torque to pull the bike about in city riding. The riding position is a bit too committed for extended urban work, but it all makes sense once the road opens. There, spin the engine hard past 7000rpm and the MZ rockets forward, delivering an eye-opening, liter-sized punch that’s both rewarding and very addicting.

Despite the lack of rubber engine mounting, barely a tingle is felt from the roarty parallel twin as it passes 3000rpm, but the faring-mounted mirrors remain blurry at highway speeds. Comfortably draped over the torso-friendly fuel tank, with your feet and legs tucked in tightly, the 1000S is a willing partner once the road gets twisty. With plenty of room to slide around on the MZ’s generous seat, ample leverage from the perfectly placed clip-ons makes choosing your line and holding it a snap. Mid-corner direction changes aren’t a problem either, and the MZ’s stout steel-tube frame shrugs off hooligan antics with a yawn.

Our test bike, set up by MZ before we took delivery, was spot on for both track and street duty, so we left it alone. Hard front braking produced no pronounced dive or chatter on the track, yet the Marozzchi/Showa combo soaked up small bumps and pavement edges admirably. Ground clearance is abundant, making the MZ very easy to ride quickly. Strong, supple and confidence inspiring, we give the MZ’s on road manners high marks.

Attempting to categorize the 1000S proves a bit tricky. Although liter-size Euro twins are abundant, none exactly match – specification wise – Germany’s newest sportbike, and this makes the 1000S unique. Of current production machines, only Triumph’s Thruxton is close in engine design/displacement, but otherwise falls into a completely different classification. One recent series, Laverda’s now defunct Zane-era sportbikes, do compare closely with the 1000S. Both used high-output DOHC, liquid-cooled parallel twins and perimeter frames, and with some experience on these machines I can relay some distinct similarities.

However, with over 20 million dollars invested in the design and engendering of the 1000S, MZ will certainly sidestep many of the mechanical problems that plagued the motorcycles of Laverda’s swansong. As it stands, nestled between the frame rails of the 1000S sits the most powerful parallel twin every fitted to a production motorcycle. And if sound or tactical feel is any indicator, MZ’s new engine is a prize.

When we first saw the 1000S in Milan three years ago, we were excited about the potential of the design and encouraged by the passion of its builders. Not given to faint praise, the M-E staff marveled at the MZ’s adaptability. Its angular, aggressive styling promised, and then delivered, solid track performance, while remaining supple and comfortable enough for an extended sport tour. In fact, if the reception is positive enough, MZ stands ready to deliver a full on Sport Tour edition, and maybe even a dual-purpose version along the lines of the company’s Black Panther single.

After all the notes were reviewed, the photos snapped and the tires cooled, I wiped down the last portion of the MZ’s inky black bodywork and pulled up a stool to admire it, like any proud new owner would do. There, with the shop lights reflecting off those glass-smooth panels, I sat convinced the MZ was about to make some potential owners very happy. Stunning in quiet portraiture and immensely satisfying to ride, all the 1000S needs to carve its niche and begin its legacy is a loyal group of believers. The first fifty or so owners should take care of that.