Yamaha Xj6 Top Speed Mph
Yamaha XJ 600 Seca II
| Make Model | Yamaha XJ 600 Seca II |
| Year | 1992 - 98 |
| Engine | Four stroke, inline 4 cylinder, DOHC, 8 valve |
| Capacity | 599 cc / 36.6 cub in. |
| Bore x Stroke | 58.5 x 55.7 mm |
| Compression Ratio | 10.0:1 |
| Cooling System | Air cooled |
| Lubrication | Wet sump |
| Exhaust | 4-into-2 |
| Induction | 4 x 28mm Mikuni BDST (BDS26) down-draft carburetors |
| Ignition | Electronic |
| Starting | Electric |
| Max Power | 45.4 hp/ kW / 61 hp @ 8500 rpm |
| Max Torque | 53 Nm / 39.1 lb-ft @ 6300 rpm |
| Clutch | Wet, Multiple discs |
| Transmission | 6 Speed |
| Final Drive | Chain |
| Frame | Tubular cradle |
| Front Suspension | Telescopic fork |
| Front Wheel Travel | 140 mm / 5.5 in. |
| Rear Suspension | Monoshock |
| Rear Wheel Travel | 109 mm / 4.3 in. |
| Front Brakes | Single disc |
| Rear Brakes | Single disc |
| Front Tyre | 100/80-17, Yokohama F-209 |
| Rear Tyre | 130/70-18, Yokohama R-209 |
| Rake | 25� |
| Trail | 96.5 mm / 3.8 in. |
| Dimensions | Length 2095.5 mm / 82.5 in Width 749 mm / 29.5 in Height 1171 mm / 46.1 in |
| Wheelbase | 1460 mm / 57.5 in |
| Seat Height | 777 mm / 30.6 in |
| Dry Weight | 191 kg / 422 lbs |
| Wet Weight | 204 kg / 450 lbs |
| GVWR | 397 kg / 875 lbs |
| Load Capacity (full tank) | 193 kg / 425 lbs |
| Fuel Capacity | 17.4 Litres / 4.6 US gal |
| Consumption Average | 5.0 L/100 km / 20 km/l / 47 mpg |
| Braking: 48 km/h / 30 mph - 0 | 9.1 m / 30 ft |
| Braking: 97 km/h / 60 mph - 0 | 37.8 m / 124 ft |
| Standing � Mile | 13.07 sec / 161.5 km/h / 100.33 mph |
| Acc: 0 - 97 km/h / 60 mph | 4.2 sec |
| Acc: 64 - 97 km/h / 40 - 60 mph | 4.7 sec |
| Acc: 97 - 129 km/h / 60 - 80 mph | 5.4 sec |
| Top Speed | 182 km/h / 113 mph |
The XJ600S is known as the Diversion in most parts of the world but as the Seca II in the North American and Australian markets. The bike has a small top fairing although a lower fairing is available as an accessory. The XJ600S is a descendant of the XJ600 models manufactured between 1984 and 1991. It is fitted with a 598cc, air-cooled 8-valve inline-four engine producing 61 hp (45 kW) and 55 Nm (41 lb-ft). The engine from the original XJ600 model was tuned towards improved low- and midrange power, sacrificing some peak power. 600cc Diversion models were manufactured from 1992 to 2004. The US Seca II was manufactured from 1992 to 1998. As the Diversion/Seca II design is based on an earlier, well-matured model, changes made to the bike during these years were rather subtle, mostly concerning improvements in fairing: a second front-brake disc and small oil cooler appeared on the 1998 model along with improvements to the carburettors. The Diversion favours an upright riding position more than most 600cc sport bikes, making it usable for commuting. It remained in production for quite a long time, probably due to its low price, modest fuel consumption, longevity and reliability. Source Wikipedia 
The Seca II combines some of the best features of its rivals: a half-fairing like the Kawasaki EX500's. styling resembling the Suzuki Bandit's, and an air-cooled, two-valve-per-cylinder motor that is easy to work on like the Suzuki GS600's.
But Yamaha went one step better. Where its competition uses 400cc inline-Four or 500cc parallel-Twin engines, the Seca boasts a 600cc inline-Four. That displacement advantage becomes apparent the moment you thumb the starter button. At low rpm, its twin mufflers emit a throaty growl that sounds like that of a literbike or a small sportcar. Our production test bike liked a lot of choke in the morning, but once it was warm it ran fine: there was not a hint of carburetion glitches.
Power delivery is linear all the way to its 9500-rpm redline. with the strongest midrange and top end of these four. The engine is a tad buzzy at low and high rpm. but calms down at highway cruising speeds - 65 mph translates to 5000 rpm in sixth gear. That vibration mav have contributed to the one minor problem we had with our Seca: The ignition switch came adrift. Buyers would do well to make sure the two bolts securing it are light.
Cruising is made comfortable by the riding position, roomy even for six-footers, with a broad, softly padded seat and a wide tubular handlebar. The stylish half-fairing with slotted windscreen deflects wind off the rider's torso, with little buffeting at helmet level. Footpegs are low offering plenty of leg-room yet only slightly compromising cornering clearance.
The Seca's motor is rubber-isolated at two of its four mounting points, providing a compromise of vibration control and rigidity. Exhaust headers crisscross to match the engine's firing order for optimal gas-flow. Cam and crankcase covers are "streamlined" for better cooling.
Suspension at both ends is compliant, but the rear shock spring could be stiffer - even our lightest tester liked the spring-preload cranked all the way up. Heavier riders or those who carry a passenger�something you'll be tempted to do with the Seca's expansive passenger perch and padded grabrails�may desire a stiffer shock spring.
Single disc brakes at both ends offer plenty of stopping power, provided you give the span-adjustable front brake lever a healthy tug. The 110/80-17 front and 130/70-18 rear Yokohama bias-ply tires provide good traction, though we felt the front tire's profile contributed toward making the Seca the heaviest-steering bike of the bunch. Still, its Superbike-style handlebar gives the rider lots of leverage, and at 422 pounds dry the Seca is easily flicked from side to side.
Owners won't outgrow it in a year. It's also arguably the best looking, combining modern bodywork with an elemental tubular chassis and an attractive, exposed engine.
Source: https://www.motorcyclespecs.co.za/model/yamaha/Yamaha%20XJ600%20Seca%2092.htm
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