Table of contents
- Review Yamaha XJ6 Yamaha all-rounder in the top test
- revision
- Performance
- landing gear
- Twelve years of the XJ 600
- Noticed
- Technical data Yamaha XJ6
- Conclusion
- MOTORCYCLE comment scoring
- The competition
- MOTORCYCLE measurements
- Offers and price comparison for the Yamaha XJ6
Markus Jahn
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motorcycles
Review Yamaha XJ6
Review Yamaha XJ6
Yamaha all-rounder in the top test
Yamaha took six long years to find a worthy successor to the popular XJ 600 N all-rounder. With the brand new and affordable XJ6 that could be achieved.
02/26/2009
Did you know? On the current hit list of motorcycle numbers from 2008 (source: Industrie-Verband Motorrad), the Yamaha XJ 600 N and S occupy seventh place with a total of 28,317 registered motorcycles. Directly behind the long-running BMW R 1150 GS and R and even before Honda’s CBR 600 F. A considerable number of machines whose owners obviously appreciate the reliable, air-cooled four-cylinder and the good-natured driving characteristics as well as the wide range of applications of the XJ.
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And who could only rarely make friends with the supposed successor, the FZ6. This is too much trimmed for performance and sportiness to appeal to the majority of XJ enthusiasts. Loveless has Yamaha the 98 hp 600 series throttled to an insurance-favorable 78 hp in order to at least be present in the middle class. The result: a speed-hungry naked bike with tired performance characteristics. Truly not a serious replacement for a down-to-earth XJ 600.
Now, after six years of abstinence, it is finally on sale. Even the first contact with the new one XJ6 A few weeks ago in midsummer Australia (driving report in MOTORRAD 4/2009) made people sit up and take notice. There was not only talk of a low seat height, relaxed driver’s posture and good-natured driving characteristics, but also of an in-line four-cylinder based on the FZ6, as we did not know it before. With a high level of technical effort, Yamaha has now trimmed it for power from the lower speed range and high torque output from medium speeds and designed it for a power output of a maximum of 78 hp.
revision
The measures in detail: camshafts with tamer valve timing and lower lift, revised inlet and exhaust ports with unchanged valve diameter, only 32 instead of 36 millimeters throttle valve diameter, a modified airbox design, a four-in-two-in-one exhaust system with a centrally positioned rear silencer and a lot of fine-tuning on the injection maps. In addition, the four-cylinder received lighter forged aluminum pistons and an upper crankcase designed in one piece with the four cylinders. In the south of France, the XJ6 should prove its qualities in the top test. The midsummer temperatures in Australia are forgotten. While the sun is only gradually rising over the mountain peaks, there is still ground frost in the valley below in the early morning. Hoar frost glistens on the roofs of the houses. At the push of a button, the four-cylinder buzzes with 2000 tours in idle. It takes a while for the idle speed to drop to a moderate 1500 rpm and for the water temperature display in the cockpit to indicate operating temperature. Ready to go. The four-cylinder whispers unobtrusively through the city, gently picks up the gas, and glides smoothly at low revs. The XJ6 also reports little play in the drive train when the throttle valve changes open and closed. So the stop-and-go in the upcoming rush hour can be endured quite well.
The higher-lying sun quickly warms and dries the asphalt. The XJ6 can immediately show what it can do on the winding, partly angled, partly sweeping mountain roads in the hinterland. The engine for a 600 four-cylinder pulls the narrow 520 chain from low revs in an astonishingly brisk manner. From 4000 rpm, the XJ can be kept under tension and increases powerfully and continuously up to 9000 rpm. Only then does the thrust slowly wane. While you race through the mountains with the FZ6 greedy for speed and constantly have to shift gears on the short straights between the bends, the XJ 6 is much more relaxed. Its significantly lower speed level (the measured 74 hp are at 9700 rpm and not only at 11400 rpm as with the FZ6) as well as the noticeable increase in performance from medium speeds and the fuller torque curve over the entire range allow a more fluid driving style, as far less Switching operations are necessary.
Performance
Jahn
The XJ6 is only supplied with ABS. An adjustable telescopic fork is missing.
And the XJ6 is also superior to the 78 hp FZ6 when it comes to driving performance measurements. So she manages the sprint from zero to one hundred in four seconds (FZ6: 4.4 seconds), up to 140 km / h with 7.7 seconds she is two tenths ahead. The pleasantly light and easy-to-dose clutch that has been revised for the XJ6 also contributes to this. In terms of pulling power, the differences in favor of the XJ6 are even clearer. If it is two tenths ahead from 60 to 100 km / h (5.1 to 5.3 seconds), the XJ of the FZ pulls away from 100 to 140 km / h by 1.1 seconds (5.5 to 6.6 ).
The XJ6, designed as an all-rounder, proves to be more than capable of both sprinting and pulling through the sporty FZ6, throttled to 78 hp. And as a rule, gears three to five in the somewhat bony shifting six-speed gearbox are enough to power the XJ6 between 5000 and 9000 tours in all positions. How positive the speed-saving driving style has on fuel consumption becomes clear when you visit the petrol pump. After around 250 kilometers, the 17.3 liter tank is missing just over eleven liters. This results in a consumption of 4.5 liters per 100 kilometers. One tank of fuel is enough for a good 380 kilometers. With a comparable driving style, the FZ6 consumes 5.6 liters more than one liter.
In order to cover stages of almost 400 kilometers in one go, you should sit comfortably. With the XJ6, the systems are right. The driver leans slightly forward with his hands on the comfortably cranked tubular handlebars without getting tired. The knee angle is moderate, the knee joint is narrow, the waist between the tank and the bench is narrow. And incidentally, with a seat height of 790 millimeters, even shorter people can easily reach the floor, while tall drivers also feel comfortable on the other side. In an emergency, the handlebars can be moved forward two centimeters by twisting the clamping fists 180 degrees. The bench, which is provided with a non-slip cover and looks a bit thin, proves to be sufficiently well upholstered. There is ample space for a passenger on the long rear seat. And since the footrests could be positioned comfortably low because there is no rear silencer in the way, it is also very comfortable. The only point of criticism: Instead of tight-fitting handles with finger grooves, a tubular frame that can be grasped with the whole hand would have been more practical.
landing gear
Jahn
The test crew analyzes the measured values obtained from the driving tests.
If test editor Stefan Kaschel complained in hot Australia about too weak damping of the spring elements, the chassis in the shady southern France shows itself from its tougher side at the beginning of February. Which is not surprising. Because large temperature differences cause significant differences in damping, especially with cheaper spring elements. The telescopic fork and central spring strut still look pleasantly comfortable, but by no means too softly damped. The XJ6 also knows how to please because of its good-natured handling characteristics. Not particularly handy, but with great precision, the 215 kilogram XJ bends around all curve radii in stoic composure. The Bridgestone BT 021 fitted as standard support the very neutral driving behavior. In addition, they impressed with good grip despite the low temperatures and allow decent lean angles. Fortunately, with the XJ nothing touches down so quickly.
How quickly and at the same time carefree you can be on the road with a 78 hp all-rounder, the XJ6 proves one kilometer after the other. She doesn’t react treacherously in any situation. You always have the feeling that you are always in control of the situation. So it is also fitting that the XJ6 is equipped with ABS as standard. At least in Germany it is not delivered without it. Yamaha has not simply taken over the ABS from the FZ6, but has revised the software to eradicate its weakness, which is too coarse a control range. With success. The new system still works noticeably, but regulates more finely and kicks in quite late. The technicians have also succeeded in clearly defining the pressure point of the front brake, which is otherwise often a bit spongy with anti-lock braking systems. The double-piston calipers bite into the two 298 brake discs without great effort. Maximum deceleration values of 8.9 m / s2 are not outstanding, but finally a good average. For comparison: the sportier FZ6 only managed values of 8.5 m / s2.
The purchase price of 6,495 euros for the XJ6 is extremely tempting and is still below that of its strongest opponents Honda CBF 600, Kawasaki ER-6n and Suzuki Bandit 650. However, it can also be seen that Yamaha, where it was possible (screws , Shift linkage, brake lever, chain tensioner, painted rear silencer) favored cost-effective solutions. Nevertheless, the workmanship remains decent for its class. And what is even more important: a worthy successor to the successful XJ 600 N has finally been found. Anyone who wants even more wind and weather protection for the XJ6 can also be helped. Here, too, Yamaha ties in with the XJ 600. For a surcharge of 400 euros there is a disguised XJ6 under the well-known name Diversion. The price even includes a practical main stand.
Twelve years of the XJ 600
Sometimes it’s the very simple things that lead to success. Yamaha has already understood several times how to hit the nerve of motorcyclists with straightforward, no-frills motorcycles. The single cylinder SR 500, the Enduro XT 600 and the XJ 600 are examples of successful machines. Yamaha kept the XJ 600 in its range for twelve years (from 1991 to 2003). At the cost price of 8,600 marks at the time, it was initially only available as a half-faired XJ 600 S Diversion. It was not until 1994 that it was given a bare version with chrome-plated, classic round headlights and the same instruments. Their air-cooled in-line four-cylinder, robust and reliable, developed 50 or 27 HP, which is suitable for beginners.
However, you could order a 61 HP conversion kit for a surcharge right from the start to get the XJ a little more up to speed. Through constant model updates, Yamaha knew how to keep the XJ attractive. Reinforced swing arm, tighter spring elements, improved wind protection through wider cladding were the first measures. From 1996 an oil cooler and electrically heated carburetor with a throttle valve sensor were added. A fork with 41 stanchions and a double disc brake were the last major changes in 1998.
Noticed
plus
+ The fuel reserve is around four liters. That’s enough for about 80 kilometers. From the flashing of the last division in the fuel gauge, the kilometers driven on reserve are displayed.
+ The dipstick for checking the oil is easily accessible, and oil can easily be topped up using a large plug, even without a funnel.
+ The battery and fuses are easily accessible under the lockable bench seat. In addition, there is still some storage space for small items, such as a set of neat, self-assembled tools.
minus
– In contrast to the adjustable handbrake lever, a clutch lever with adjustable reach is missing.
– A main stand is only available for an extra charge on the undisguised XJ6 (height not yet known at the time of going to press).
– Functional, but not beautiful: components of the gearshift lever unit are simply welded together in an inexpensive way instead of made from one piece.
Technical data Yamaha XJ6
Jahn
engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection Ø 32 mm, regulated catalytic converter, 330 W alternator, 12 V / 10 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 46:16.
Bore x stroke 65.5 x 44.5 mm
Cubic capacity 600 cm³
Compression ratio 12.2: 1
Rated output 57.0 kW (78 hp) at 10,000 rpm
Max. Torque 60 Nm at 8500 rpm
landing gear
Bridge frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, Ø 298 mm, double-piston floating calipers, disc brake at the rear, Ø 245 mm, single-piston floating caliper, ABS.
Cast aluminum wheels 3.50 x 17; 4.50 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test Bridgestone BT 021 ?? G ??
Dimensions + weights
Wheelbase 1440 mm, steering head angle 64.0 degrees, caster 104 mm, spring travel f / h 130/130 mm, permissible total weight 400 kg, tank capacity 17.3 liters.
Service data
Service intervals 10000 km
Oil and filter change every 10000 km
Idle speed 1300 ± 100 / min
Warranty two years
Colors white, yellow, black
Price 6495 euros
Additional costs around 170 euros
Conclusion
Jahn
The XJ is easy to control and has good suspension comfort.
XJ 600 fans can use their ?? old iron ?? Confidently retire. Yamaha has succeeded in finding a full replacement for the long-time successful all-rounder. The XJ6 has everything that makes a modern motorcycle. An economical, powerful and vital engine, a homogeneously tuned, good-natured chassis that also meets higher demands.
MOTORCYCLE comment scoring
engine
A large number of technical changes have given the 78 hp, low-vibration four-cylinder, thanks to a well-graded six-speed gearbox, decent pulling power and a wide usable speed range. Low load change reactions and a smooth, easy-to-dose clutch increase the user-friendliness of the XJ enormously, which is not only suitable for beginners and less experienced motorcyclists.
landing gear
The chassis of the new XJ can be described briefly and concisely as balanced and neutral. At least at the currently prevailing temperatures, there is little to criticize about the comfortable coordination of the non-adjustable spring elements. Even with two people, the driving behavior of the rather average, handy all-rounder remains stable and precise in steering. The lean angle is remarkably high.
everyday
The ergonomics of the XJ6 fit most of them like a glove. Taller people can move the handlebars a little further if necessary. A passenger is also comfortably accommodated. Easily readable, informative instruments and decent light, a large tank for a decent range are on the plus side. The lack of a main stand and few options for securely lashing luggage are the points of criticism.
security
The revision of the ABS is having a positive effect. On the one hand, it no longer regulates as roughly as in the FZ6, and on the other hand, the brake can be better controlled in the non-regulating range and used effectively with less manual force. The righting moment when braking in an inclined position is low.
costs
The four-cylinder is quite economical with fuel. The maintenance and inspection costs, as well as the scope of the guarantee, are at the level of the sportier FZ6.
Price-performance
Price and performance: The XJ6 doesn’t need to hide behind its competition. Their price is low and the benefits for both beginners and advanced users are great.
The competition
Kawasaki ER-6n
Two-cylinder, six-speed, 78 hp, weight 205 kg, 0 100 km / h: 3.9 seconds, vmax: 200 km / h, consumption 4.1 liters
6875 euros *
Suzuki Bandit 650
Four-cylinder, six-speed, 86 hp, weight 247 kg, 0 100 km / h, n / a vmax: approx. 205 km / h, consumption n / a 6825 euros *
Honda CBF 600
Four-cylinder, six-speed, 78 hp, weight 225 kg, 0 100 km / h: 4.2 seconds, vmax: 210 km / h, consumption 5.6 liters 7210 euros **
MOTORCYCLE measurements
Mileage
Top speed * 200 km / h
acceleration
0 100 km / h 4.0 sec
0 ?? 140 km / h 7.7 sec
Draft
60 ?? 100 km / h 5.1 sec
100 ?? 140 km / h 5.5 sec
140 180 km / h 8.1 sec
Speedometer deviation
Effective (display 50/100) 47/94 km / h
Tachometer deviation
Display red area 11800 rpm
Effective 11300 rpm
consumption
Country road 4.5 l / 100 km
Theor. Range of the country road 384 km
Fuel type normal
Dimensions + weights
L / W / H 2150/850/1270 mm
Seat height 790 mm
Handlebar height 1020 mm
Turning circle 5200 mm
Weight with a full tank 215 kg
Payload 185 kg
Wheel load distribution v / h 49/51%
The heavily revised four-cylinder impresses with a fairly evenly rising power curve and produces significantly more torque from the middle speed range than the sportier FZ6, which has been throttled to 78 hp. The gear ratio fits perfectly with the performance characteristics of the all-rounder. The engine almost cranks out at top speed.
Driving dynamics
The XJ 6 lies quietly on the road in the event of an emergency stop. The fork compresses completely, but does not block. The response of the revised ABS is now better. However, the time between the control intervals is still long.
Offers and price comparison for the Yamaha XJ6
Used Yamaha XJ6 in Germany
The price of the Yamaha XJ 6 is already very good at the Yamaha dealer. But on the used motorcycle exchange you can find real bargain Yamahas, with barely driven kilometers and unbeatable prices: Used Yamaha XJ6 in Germany
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