The Iron Pig: 1969 MZ Motorcycle

(Page 4 of 4)

By Kim Scholer
September/October 2011
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The ES today
So what is there not to like? Well, beauty is in the eye of the beholder, as the saying goes. So is, presumably, ugliness — although in defense of whoever designed the Iron Pig the various parts actually fit together visually. The quality of materials never was up to the standards of Western manufacturers, much less the Japanese ones. The OEM tires were horrible in the wet, and the chrome peeled or rusted much too soon. Facing a strong headwind, with the easily detachable windshield up and the aforementioned lady placed in the sidecar seat, one might be stuck in third gear at 45mph all the way home. And if the optional hood isn’t used‚ turbulence behind the windshield ensures that her hair is well messed by the oil-rich exhaust. But that’s about it.

A total of 128,989 ES250/2s ran off the assembly line until the model was discontinued in 1973. Thirty-eight years later, spares are still cheap and easy to get, as are complete bikes — at least in Europe. There are enough MZ ES250/2s around (mainly in Germany) to keep prices at a reasonable level and to keep several shops busy selling parts, including aftermarket electronic ignition systems and go-fast bits. Really. If eBay sales are any indication, expect to pay about $2,000 for an outfit that works, but looks and feels used. $3,000 will buy a nice example, and yet another grand will get you a recently restored one. Achtchung baby! MC 

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Archived Comments

  • Tom Kelly 8/31/2011 6:42:01 PM

    If you liked the Iron Pig check out NSU motorcycles. The all could take sidecars..The sidecars are very rare.. Im working on two engines ... one for the NSU replica 1953 Renmax.. the other for the Bench Racer.. Pics to follow.. The bench racer will have a sidecar...Tom Kelly

  • Paul Higginbotham 8/29/2011 11:01:37 PM

    I owned an ES 250/2 for 2 years in the mid 70s. When it ran well it was smooth and relaxing, even at motorway speeds of 65mph. However, once in a while it would have a dramatic change in character. On left hand corners, while accelerating in 3rd gear it would sometimes shake its head like a demented foal. No amount of bracing elbows against tank would stop it. The only way out was to brake hard, in which case it would shake so violently that the front wheel would leave the ground until we were going less than 15mph. Or, you could wack the throttle open. The latter only worked 50% of the time so I usually took the cowards way out and braked. New bearings didn't have any effect so I just avoided accelerating out of left handers. Another occasion it nearly killed me was towards the end of a 120 motorway stint when the back wheel locked up solid. Thinking it was a seized engine I grabbed the clutch but the wheel was still locked. I hung on until I was "only" doing about 30mph then luckily skidded onto the hard shoulder. When I picked the bike up it was still running and no sign of the "lock up". So I remounted and it ran fine for the next 20 miles or so. Later examination of the motor showed that the plastic cage holding the balls in place on the counter shaft had broken up. Replacing all the bearings with aircraft grade, stainless steel caged SKFs made the engine run with a nice "zinging" noise but may confidence had been irrevocably shaken and I sold her on as soon as possible.

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