Yamaha XJ 600 S Diversion (1992–1997): A Timeless Sport Tourer That Still Delivers

Introduction

The Yamaha XJ 600 S Diversion, known as the Seca II in North America and Australia, is a motorcycle that defies the passage of time. Produced between 1992 and 1997, this sport-touring machine carved its niche by blending approachable performance, everyday usability, and Yamaha’s legendary reliability. While it may not have the razor-sharp aggression of modern supersports, the Diversion offers something far more valuable for many riders: a balanced, comfortable, and confidence-inspiring ride that still holds up decades later. Let’s take a closer look at why this ’90s classic remains a compelling choice for commuters, tourers, and riders seeking a no-nonsense motorcycle.

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Riding Experience: The Swiss Army Knife of Motorcycles

Swinging a leg over the XJ 600 S Diversion feels like greeting an old friend. The 770 mm (30.3-inch) seat height is welcoming for riders of all statures, and the upright riding position—with slightly raised handlebars and neutral footpegs—creates a sense of control without sacrificing comfort. This isn’t a bike that forces you into a pretzel-shaped sportbike crouch or a laid-back cruiser slouch. It’s designed for real-world riding, whether that’s filtering through city traffic or carving alpine passes.

The first thing you’ll notice when firing up the 599 cc inline-four is its subdued growl. The engine’s 1-4-2-3 firing order, paired with a cleverly designed exhaust system, produces a mellow hum that escalates into a satisfying snarl as the revs climb. Yamaha tuned this powerplant for low- and mid-range torque, which means you’re not forced to wring its neck to make progress. Around town, the Diversion pulls smoothly from as low as 3,000 RPM, with minimal vibration thanks to rubber engine mounts and a damped final drive sprocket.

On open roads, the six-speed gearbox shines. Sixth gear acts as a true overdrive, keeping the engine relaxed at highway speeds—around 5,500 RPM at 120 km/h (75 mph). While the claimed top speed of 185 km/h (115 mph) isn’t groundbreaking by modern standards, the Diversion’s strength lies in its ability to sustain momentum effortlessly.

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Engine and Performance: Smooth Operator

At the heart of the XJ 600 S lies an air-cooled, 8-valve inline-four engine displacing 599 cc. With 61 HP (45 kW) at 8,500 RPM and torque peaking between 49–55 Nm (36–40.5 lb-ft), this isn’t a motor that prioritizes outright power. Instead, it delivers its energy in a linear, predictable fashion.

Key Highlights:
- Carburetion: Four Mikuni BDS28 downdraft carburetors ensure crisp throttle response. An oil-fed carb de-icer (standard on later models) prevents icing in cold, humid conditions—a thoughtful touch for year-round riders.
- Gearing: The close-ratio six-speed transmission allows riders to keep the engine in its sweet spot (4,000–8,000 RPM) without excessive shifting.
- Fuel Efficiency: Averaging 18.1 km/l (42.5 MPG), the 17-liter (4.5-gallon) tank provides a 300+ km (186-mile) range—ideal for touring.

The engine’s character is best described as “friendly.” There’s no explosive powerband or intimidating surge—just steady, usable thrust that builds confidence. Vibrations are minimal, with only a brief buzz around 4,500 RPM that dissipates quickly. For newer riders, this predictability is a godsend; for veterans, it’s a reminder that speed isn’t everything.

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Handling and Braking: Competent, If Not Cutting-Edge

The Diversion’s steel double-cradle frame and 1,445 mm (56.8-inch) wheelbase strike a fine balance between agility and stability. Weighing 187–193 kg (412–426 lbs) dry, it’s no featherweight, but the low center of gravity makes it feel lighter than the numbers suggest.

Suspension:
- Front: Non-adjustable 38 mm telescopic forks with 140 mm (5.5 inches) of travel. Plush enough for urban potholes but firm enough for spirited cornering.
- Rear: Monocross monoshock adjustable for preload. Handles solo and two-up riding admirably, though rough roads can overwhelm it.

Brakes:
- Front: A single 320 mm disc with a twin-piston caliper provides adequate stopping power. It lacks the bite of modern radial setups but is progressive and easy to modulate.
- Rear: A 245 mm disc with a single-piston caliper. Overly sensitive at low speeds but effective when paired with the front.

Push the Diversion into a corner, and it responds with neutral manners. The 130/70-18 rear tire offers ample grip, and the 25-degree rake/97 mm (3.8-inch) trail combo ensures quick steering without twitchiness. This isn’t a bike that rewards knee-down antics, but it’s more than capable of tackling twisty roads at a brisk pace.

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Comfort and Ergonomics: Built for the Long Haul

Yamaha nailed the ergonomics here. The broad, well-padded seat supports all-day rides, and the upright posture minimizes wrist and back strain. Wind protection is surprisingly effective, thanks to the adjustable fairing. The standard short screen suits shorter riders, while the optional taller screen and side fairing “ears” reduce buffeting for taller pilots—a feature usually reserved for premium tourers.

Practical Touches:
- Storage: The sculpted tail section includes a small storage compartment under the passenger seat—perfect for tools or a disc lock.
- Visibility: Wide mirrors offer excellent rearward sightlines, a rarity on ’90s bikes.
- Footpegs: Rubber-damped pegs reduce vibration transmission.

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Competition: How Does the Diversion Stack Up?

In the ’90s, the XJ 600 S faced rivals like the Kawasaki Zephyr 550, Honda CB600F Hornet, and Suzuki GSX600F Katana. Here’s how it compares:

| Aspect | XJ 600 S Diversion | Competitors |
|----------------------|--------------------------------------------|----------------------------------------------|
| Engine | Smooth, torque-focused inline-four | Zephyr: Vibrant air-cooled twin; CB600F: High-revving inline-four |
| Comfort | Best-in-class ergonomics and wind protection | Katana: Sportier stance; Zephyr: Minimal wind protection |
| Maintenance | Simple air-cooled engine, no radiator | CB600F: Higher-strung, more complex |
| Target Rider | Commuters, tourers, and returning riders | Katana: Sport-oriented; Zephyr: Retro enthusiasts |

The Diversion’s ace card is its versatility. It’s not the fastest or most glamorous, but it does everything well enough—a jack-of-all-trades that’s stood the test of time.

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Maintenance: Keeping Your Diversion in Prime Shape

Owners praise the XJ 600 S for its mechanical simplicity, but a few key areas demand attention:

1. Carburetors: Clean and synchronize them annually. Upgrade to stainless steel screws to ease future servicing.
2. Cam Chain: The non-roller chain requires regular adjustment. Listen for rattling noises as a warning sign.
3. Rust Prevention: Under-engine areas and the exhaust headers are prone to corrosion. Apply anti-corrosion spray liberally.
4. Brakes: Swap sintered pads for improved bite and bleed the system with high-temperature fluid.
5. Suspension: Consider aftermarket shocks or fork springs for heavier riders or loaded touring.

Recommended Upgrades from MOTOPARTS.store:
- Exhaust: A slip-on muffler reduces weight and enhances the inline-four’s soundtrack.
- Seat Cushion: Gel pads or a custom seat improve long-distance comfort.
- LED Lighting: Boost visibility with modern bulbs and auxiliary lights.

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Conclusion: A Classic That Earns Its Keep

The Yamaha XJ 600 S Diversion isn’t about chasing specs or turning heads. It’s about delivering a honest, dependable riding experience that adapts to your needs—whether that’s a daily commute, a weekend getaway, or rediscovering the joy of motorcycling. While newer bikes offer more power and tech, few match the Diversion’s blend of simplicity, charm, and durability. If you own one, cherish it. If you’re considering one, know that this ’90s gem still has plenty to give—especially with a few thoughtful upgrades from MOTOPARTS.store.

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Specifications sheet

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