Yamaha XJ 600 S Diversion (1998-2002): The Unpretentious Workhorse That Stands the Test of Time

Introduction

The Yamaha XJ 600 S Diversion is the motorcycle equivalent of a trusty toolbox: it might not dazzle you with flashy features, but it’ll reliably get the job done. Produced between 1998 and 2002, this air-cooled inline-four has earned a cult following among riders who prioritize practicality over pizzazz. Designed as a "first big bike" for novices and a low-fuss commuter for seasoned riders, the Diversion—affectionately nicknamed the "Divvy"—embodies Yamaha’s philosophy of simplicity and durability. After spending time with a well-maintained 2001 model, it’s clear why this bike remains a common sight on roads decades later.

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Engine Performance: Smooth Operator Without the Drama

At the heart of the XJ 600 S lies a 599 cc air-cooled inline-four engine producing 61 HP at 8,500 RPM and 53 Nm (39.1 lb-ft) of torque at 7,500 RPM. These numbers won’t set your hair on fire, but they don’t need to. The Divvy’s power delivery is as predictable as a metronome, with a linear throttle response that forgives clumsy wrist movements—a godsend for new riders.

The 6-speed gearbox shifts with a satisfying mechanical click, and the tall sixth gear makes highway cruising surprisingly relaxed. At 110-120 km/h (68-75 mph), the engine hums at around 6,000 RPM, leaving plenty of revs in reserve for overtaking. Yamaha claimed a top speed of 180 km/h (112 mph), though reaching it requires patience and a willingness to let the engine scream near its 10,500 RPM redline.

What stands out isn’t raw performance but the engine’s unflappable character. The air-cooled design, paired with Mikuni BDS28 carburetors, avoids the complexity of liquid cooling or fuel injection. Cold starts? A quick flick of the handlebar-mounted choke gets it purring in seconds. Heat management is impressive even in traffic—no roasted thighs here.

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Handling and Comfort: The Art of Compromise

The XJ 600 S’s chassis is a study in pragmatic engineering. The double-cradle steel frame and 41mm non-adjustable telescopic forks prioritize stability over sporty aggression. With a wheelbase of 1,445 mm (56.9 inches) and a conservative 25-degree rake, the Divvy feels planted at speed but requires deliberate effort to flick through tight corners. This isn’t a canyon carver, but it excels at mile-munching comfort.

Suspension travel is generous for its class: 140 mm (5.5 inches) up front and 110 mm (4.3 inches) at the rear. The monoshock’s preload adjustability helps accommodate passengers or luggage, though the setup leans toward plushness. Over broken pavement, the Divvy soaks up bumps with a composed demeanor that shames many modern budget bikes. Two-up touring is viable, thanks to a wide, 770 mm (30.3-inch) seat and ergonomics that won’t leave you hunched like a racing jockey.

Braking hardware—dual 320mm front discs and a 245mm rear disc—delivers adequate stopping power, albeit with a wooden feel at the lever. ABS wasn’t part of the package, so panic stops require smooth modulation.

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Design and Build Quality: Function Over Flair

Yamaha’s designers clearly had a "no-nonsense" mandate for the Diversion. The half-fairing with integrated indicators and a modest windscreen provides just enough wind protection for daily use, while the analog speedometer and tachometer are models of readability. Fit-and-finish leans toward utilitarian—think thick-gauge steel fasteners and matte-black engine cases—but there’s charm in its lack of pretense.

Color options were limited to understated schemes like deep green and bold red, both aging gracefully compared to today’s neon-heavy palettes. The 17-liter (4.5 US gallon) fuel tank offers a ~320 km (200-mile) range, making it ideal for commuters who dread frequent gas stops.

Critics often deride the Divvy’s 213 kg (470 lb) wet weight, but the mass is carried low, giving it a manageable feel at parking speeds. The 30.3-inch seat height accommodates shorter riders without sacrificing ground clearance (150 mm / 5.9 inches).

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Competition: How the Divvy Stacks Up

In the late ’90s/early 2000s middleweight bracket, the XJ 600 S faced fierce rivals:

1. Honda CB500 (1993-2003):
   Lighter and more frugal, the CB500’s parallel twin lacks the Yamaha’s highway composure. The Honda wins for urban agility, but the Divvy’s four-cylinder smoothness and torque advantage make it better suited for long hauls.

2. Suzuki Bandit 600 (1995-2005):
   The Bandit’s oil-cooled engine delivers sharper acceleration and a raucous exhaust note. However, it’s thirstier and less forgiving for beginners. The Yamaha counters with lower maintenance costs (no radiator!) and a gentler power curve.

3. Kawasaki ER-6n (2006+):
   A later entrant, the ER-6n’s liquid-cooled parallel twin and modern styling appealed to newer riders. Yet the XJ 600’s inline-four character and bulletproof air cooling retain a loyal fanbase.

Verdict: The Divvy isn’t the fastest, lightest, or most exciting in its class. Its superpower is offering a balanced, no-surprises experience that’s hard to outgrow.

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Maintenance: Keeping the Divvy in Its Prime

Ownership costs are where the XJ 600 S truly shines. Here’s what to prioritize:

1. Valve Adjustments:
   With a DOHC, 8-valve setup, valve clearances need checking every 6,000 km (3,700 miles). Shim-under-bucket design adds labor time, but intervals are longer than many contemporaries.

2. Carburetor TLC:
   The Mikuni BDS28 carbs are reliable but demand occasional synchronization and jet cleaning—especially if the bike sits unused. A carb rebuild kit from MOTOPARTS.store ($45–$75) is a wise investment.

3. Chain and Sprockets:
   The O-ring chain lasts 20,000–25,000 km (12,400–15,500 miles) with proper lubrication. Upgrade to a premium X-ring chain for quieter operation.

4. Brake Upgrades:
   Swap factory pads for sintered variants (available at MOTOPARTS.store) to improve bite. Fresh DOT 4 fluid annually prevents spongy lever feel.

5. Suspension Refresh:
   Older monoshocks often lose damping precision. A rebuild or replacement (like the YSS Z Series) restores ride quality.

Pro Tip: The air-cooled engine thrives on frequent oil changes (every 4,000 km / 2,500 miles). Use 10W-40 JASO MA2 oil for optimal protection.

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Conclusion: Who Should Buy a Used XJ 600 S Today?

The Yamaha XJ 600 S Diversion isn’t a bike you buy to impress strangers at a café. You buy it because it’s the automotive equivalent of a cast-iron skillet: unglamorous, indestructible, and endlessly useful. It’s perfect for:

• New riders wanting a forgiving introduction to inline-fours
• Commuters seeking a frugal, all-weather companion
• DIY enthusiasts who value mechanical simplicity

While later models like the FZ6 overshadowed it with modernity, the ’98–’02 Divvy remains a testament to Yamaha’s knack for building motorcycles that outlive trends. Pair it with quality aftermarket parts from MOTOPARTS.store, and you’ve got a machine that’ll likely outlast your enthusiasm for upgrading.

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Specifications sheet

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