Air cooled, four stroke, single cylinder, OHC, 2
valve per cylinder, bevel gear driven
Capacity
156 cc / 9.5 cu in
Bore x Stroke
61 x 52 mm
Compression Ratio
8.2:1
Cooling
System
Air cooled
Lubrication
Dry sump
Induction
Dell'Orto UB22BS
Ignition
Coil, 6V 28W generator
Starting
Kick
Battery
SAFA 7Ah
Max Power
6.9 kW / 9.5 hp @ 8000 rpm
Clutch
Multi-plate, wet
Primary Drive Ratio
3.000:1
Transmission
4 Speed
Final
Drive
Chain
Gear Ratios
1st 2.75 / 2nd 1.65 / 3rd 1.18 / 4th 0.97:I
Final Drive Ratio
2.875:1
Frame
Single cradle
Front Suspension
Telescopic front fork, hydraulic damping, Marzocci
Rear Suspension
Swingarm, dua shocks, 3-way adjustable
Front Brakes
158 mm Drum
Rear Brakes
136 mm Drum
Front Tyre
2.75 -16
Rear Tyre
3.25 -16
Dimensions
Length: 1980 mm / 78.0 in
Height: 930 mm / 36.6 in
Wheelbase
1330 mm / 52.4 in
Seat Height
760 mm / 29.9 in
Dry Weight
1964: 106 kg / 234 lbs
1965-67: 108 kh / 238 lbs
Fuel Capacity
13 L / 3.4 US gal / 2.9 Imp gal
Top Speed
1964-65: 102 km/h / 63 mph
1966-67: 113 km/h / 71 mph
1967 Motorcycle Review
THERE is only one thing like a Ducati—another
Ducati. These little Italian overhead-camshaft bikes have an appearance and
performance which is entirely their own.
A potent-looking, revvable and willing cammy
engine unit combines gracefully with a taut, race-bred frame and front fork
which give faultless handling. Latest of the stable, the touring 160 Monza
Junior, is no exception. If anything it is one of the pleasantest Ducatis ever.
The sit-up riding position and the large, well-padded dual seat bring this
machine out of the traditional Ducati rut of spartan comfort.
Unlike the ultra-sporting versions of this
single-cylinder engine, that of the Monza 160 is remarkably tractable and
fuss-free.
Starting is first kick every time provided the carburettor is lightly flooded.
The handlebar-operated air slide can be opened as soon as the engine has warmed
up for a few seconds.
Anyone with previous experience of Ducatis is likely to be surprised when he
rides the Monza Junior. It is such an accurately scaled version that every charactristic of the engine scream Ducati.
The rhythmic beat of engine is so familiar and at
the same time, rather ingruous when its smaller capacity is remembered.
With its lively throttlere sponse and quick getaway Monza proves itself
a thoroughbred.
The acceleration is only marginally
slower than that of the sports two-hundred tested last August.
At all times this light, handleable machine with
its useful acceleration proves more than a match for the rat race of London
traffic. The smooth gear change and the exceptionally pleasant clutch help to
make it an ideal commuter.
Yet the Monza is also at home on the open road.
It will get you anywhere in comfort, although it is not exceptionally fast.
For normal riding, a cruising speed of between 50 and 55 mph is easily
maintained and, when conditions are favourable, close on 70 mph is possible with
no sign of distress. Just the steady beat of the engine - although at 70 mph, with
8,500 revs up, it is certainly a high-pitched, communal beat!
Gone are the days when Mike Hailwood used to ace
it around the circuits on his Ducati. But those racing years have left an
indelible imprint on the handling.
In very few cases can race breeding have produced such satisfying long-term
results. The bike handles beautifully. With well-damped suspension and precise
steering, it can be taken through fast, bumpy bends with no trace of weaving.
Add this handling to the comfort, and to the convenience of the various
controls, and it is easy to see why the Monza Junior is such a ride-able bike.
A nippy machine with good handling needs good
brakes. Those of the Monza are excellent. The 28ft 6in braking distance from 30
mph shows that only too well. Both brakes are progressive in action and were
fade-free during the test. dark roads is limited to about 50 mph.
Economy is always expected with a small-capacity four-stroke and it is no
surprise to find the Monza returning an overall consumption of 90 to 100 mpg.
The engine was even more sparing with oil; the
container, integral with the engine, needed no topping up throughout the test.
The design and appearance of the Monza Junior is sporty and pleasing to the eye.
It is the sort of bike of which any enthusiast would be proud, and it will add a
dash of adventure to any humdrum daily commute.
In its red, black and silver colour scheme it
adds a welcome sparkle to the-scene, too.
However, the general finish could be improved. The design and polish of the
light-alloy castings is excellent - well above average, in fact - but the enamel
seems barely adequate to suffer the rigours of the usual British winter without
more attention than the average rider is inclined to give it.
Another small point was the inaccuracy of the
speedometer. In mid-range it was as much as 20 per cent fast, although at 30 mph
and over 60 mph the error was down to about 10 per cent.
Basically the Monza Junior is a delightful machine; it is, perhaps, best suited
to town woi;k but copes happily with touring.
Take excellent comfort, handling and performance, mix well, and you have a true
pen-portrait of the Monza Junior.
Any corrections or more information on these motorcycles will be kindly appreciated.