Ducati 160 Monza Jr.
DUCATI 160 MONZA JR.
CYCLE WORLD ROAD TEST
STRANGE AND WONDERFUL are the ways of the world's motorcycle manufacturers. In general, it is these manufacturers' habit to gradually increase the power and/or displacement of a basic model, so that this year's 250 becomes the 305 or 350 of the next year. However, there are times when these same manufacturers will toss us a curve — as is the case with Ducati's new 160.
Basically, the Ducati 160 is a squeezed-down DM 250, with the bore and stroke dimensions reduced from 75mm x 57.8mm to 61mm x 52mm, dropping the displacement from 249cc to 156cc. This has been done without, as nearly as we can determine, materially altering anything in the engine other than the cylinder and piston, and the positioning of the crankpin in the flywheels. The DM 250's cases are finned around the oil sump and there are fins on the valve-rocker covers; in the 160, these fins are missing. However, there appears to be no appreciable change in the bulk of the engine casting or in anything inside. In fact, the instruction manual is referred to by Ducati as a supplement; most of the specifications, procedures and parts from the DM 250 will apply to the 160.
In a way, it would seem likely that the external differences are there to hide the fact that the 160 is a "squeezed" 250, and that is a bit silly. After all, the disguise isn't all that good, and in any case, the 250 is so good that the worst one could say of the 160 is that it is a trifle heavy for its displacement. And, one can point out that the 160 derivation will surely be the most under-stressed engine to come along in years. Parts that have proved so reliable in even the more highly tuned versions of the DM 250 engine should last indefinitely in the substantially less powerful 160.
Retained with the 250 engine is the Diana's frame. This is a single-loop type frame, with a downtube that terminates at the front of the engine crankcase. The engine is a part of the load-carrying structure. Of course, most of the frame's strength comes from the large-diameter, heavywall "backbone" tube. This gives it enormous torsional strength (essential to good handling) and, unfortunately, uncommon weight. It is this combination of engine and frame, both borrowed from the 250, that gives the Ducati 160 much of its high curb-weight of 247 pounds, which must be something of a record for the class.
The rest of the Ducati 160, too, has the appearance of having been "borrowed" from other models in the Ducati line, but we are not sure what came from whence. The brakes are typically Ducati, with a 158mm drum up front, and a 136mm drum (with built-in drive cushion) at the rear. These are laced into 16-inch wheels, and we feel that in this, Ducati's engineers made their only real mistake. The front forks are, we think, from the Bronco 125. and these forks, combined with the DM 250 frame, give a steering that does not seem to get along very well with a 16-inch front wheel. The bike feels tippy, and makes its rider yearn for a steering damper — which the bike does not have. On the other hand, when the 160 is leaned into a turn, it settles down and becomes very manageable. Peculiar; but that's the way it is.
It may be that bigger wheels would cure this strangefeeling handling. There is room for them, we think, for the bike's fenders do not fit at all closely to the existing wheels, and give the impression of having been intended for something larger.
In riding, we again found that Italian saddles do not suit American posteriors especially well, and we would have preferred something wider and softer. That was, apart from the handling peculiarity already noted, the only thing found lacking. The ride is good, and the brakes excellent, while the various controls were positioned right and worked right as well. The bike's handlebars are of the high-andwide type, but for a change, we liked these. The 160 is not really fast enough to make one want to lean into the wind, and that is the primary virtue of the low, flat bars we usually prefer on touring machines.
Starting was very easy. This was not just a matter of being lucky with one example, either, for we also had a Ducati 160 as a runabout at Daytona, and it would start on the first kick every time, too. No fuss, no bother; it simply starts when asked, and that is a nice characteristic for any motorcycle.
As for finish, it was like any Ducati — which is to say, very good indeed. Lots of polished aluminum, and deepluster chrome, and first-rate paint. There can be no doubt that the people at Ducati know how to make things properly. For the good finish, and agreeable disposition, we liked the 160. and while we do not entirely understand this business of shrinking a 250 to make a 160 (the opposite direction would seem to make more sense), it was a pleasant enough motorcycle. •
DUCATI 160 MONZA JUNIOR
$489.00
