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Buy used Yamaha XJ 600 S and N
Used purchase, Yamaha XJ 600 N
Yamaha XJ 600 S and N
In the bread-and-butter range, the models XJ 600 S and N from Yamaha, aesthetically successful and structurally mature, can easily take up a window seat.
Peter Limmert
10/31/1996
The XJ 600 has earned itself: As an S model with a small fairing and the nickname Diversion since 1991, naked as N in the range since the end of 1993, it is far and wide the only four-cylinder in the price range around 10,000 marks. In addition, with a seat height of less than 80 centimeters and a weight of just over 200 kilograms, it is one of the machines that even short people without bodybuilding ambitions can move effortlessly. This also pleases – not surprisingly – many women who appreciate the great exterior of the XJ and the traditional qualities of a four-cylinder engine, such as smooth power delivery and smooth running. On top of that, the model comes in three performance variants, with 34, 50 and 61 hp, so it also has the right power reservoir for new drivers and those returning to the sport. Yamaha’s strategic concept in the popular price segment worked perfectly. Over 21,000 buyers can’t be wrong. The XJ 600 is as comfortable to drive as it looks. Playfully easy in the city and on narrow, winding paths and passably straight on the motorway. The very comfortable chassis harmonizes with the soft power delivery of the in-line four-cylinder and offers both driver and pillion a relaxed, comfortable seating position. However, if the machine is equipped with suitcases, the Mirt driver has to struggle to stow his legs in a reasonably comfortable way. Brakes and suspension are on the sunny side during leisurely tours, and fuel consumption is also within pleasing limits. However, anyone who intends to lapse from a brave trot into a straight canter and turn the throttle properly will quickly notice that sporting use is not the pace at which the XJ 600 feels comfortable. The front section that is too soft and the damping of the shock absorber that quickly diminishes can provoke a wobbling rear. In addition, the engine’s thirst for petrol rises extremely to up to eleven liters – simply far too much for the performance offered. The S model, which went through the MOTORRAD long-distance test (1/1994), also suffered from the teething problems of the first series. The most serious shortcoming of the 50,000-kilometer endurance runner: the rude demolition of the strut mount on the swing arm in the loneliness of Slovenia. On the other hand, the deformation of the adjusting ring of this spring element was actually only noticed as an annoying marginal note. Yamaha reacted: from the production in April 1993 the swing arm was modified, from June 1993 the shock absorber and also the adjusting ring. Yamaha changed the defective fuel tap of the first series, which allowed fuel to seep into the combustion chambers and damage the starter idler gears when starting, for model year 1992. All previously delivered machines were modified as part of a conversion campaign. So also the ignition / steering lock unit, whose too short fastening screws on the upper triple clamp were replaced during a recall campaign in 1992 – the chassis numbers 4 BR-020101 to 021930 and 4 BR -032101 to 033500 were affected. Revised next year Yamaha removed the fairing attachment points after material eruptions on the connecting straps. In addition, the designers of the Diversion missed a modified fairing with a higher position for the headlight. The N model presented for the 1994 season did without the fairing, had a round headlight and, instead of the common Diversion console for the speedometer and rev counter, had separate individual instruments. The starting difficulties are often criticized, especially after the machine has been idle for a long time. If the trick of switching the fuel tap to PRI does not help either, Yamaha dealers install other nozzles. The carburettor was modified again for the 1996 vintage, and the now electromagnetic pump transports the gasoline into the float chambers as soon as the engine is started. The roaring noises of the fairing on early S models in the medium speed range are also annoying for sensitive minds. Remedy: meticulously placing plastic washers under all screws. The hoses for the carburetor heating also need to be checked in the early models, as they can become porous and sabotage the small oil circuit between the float chamber and the cylinder. While the 34 and 50 hp versions are not tied to tires, the open version is only approved for tires from Dunlop, Metzeler, Michelin and Yokohama. Fast soloists ride the Michelin A 89 / M 89 X best, it produces agile, precise driving behavior and prevents annoying handlebar flutter, but is less suitable for pillion passenger use. The Metzeler pairing ME 33 / ME 1 scores well in terms of driving stability, especially for driving in pairs. Dunlop with the K 275 and Yokohama with the 209 also bring sufficient driving stability for the mixed doubles, but the steering effort on the Dunlop is quite high, the Yokohama annoys with handlebar flutter, although the Yamaha XJ 600 S and, albeit to a lesser extent, the 600 N is widely used in this country, the price level for the two popular models is comparatively high. A diversion from 1991/1992 up to 30,000 kilometers is traded for around 6000 marks, an S from 1993/1994 even between 6500 and 7500 marks, younger age groups are hardly offered, the beginners sled down the first two years without changing machines. The N version also changes hands for around 7,500 marks. Concerns about a possibly high mileage are out of place, because the engine proved to be stable.PS: According to the new price list, Yamaha lowered the prices for the two models by a good 500 marks at the IFMA in October 1996. This is of course good news for used buyers. Above all, one more argument to haggle tenaciously for further price reductions.
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