Yamaha 600cc dirt bike

Yamaha 600cc dirt bike DEFAULT
Yamaha : XT Dirt Bike Motorcycle XT600 XT 1984

Yamaha : XT Dirt Bike Motorcycle XT600 XT 1984


Bell, California

Category Off Road Motorcycles

Engine 575

Posted Over 1 Month

Completely functional and running. Wheels and rims are slightly damaged. Oil cap needs a replacement. Refurbished(New seat, handles, battery, carburetor, and fuel valve) No Vehicle history. Only been used to off road in mountains. I can't ship this vehicle so it will have to be picked up. Contact if you need any extra information.

Trim 600

Yamaha : XT Yamaha XT600

Yamaha : XT Yamaha XT600


Johnstown, Pennsylvania

Category -

Engine -

Posted Over 1 Month

1984 Yamaha XT600 21000 miles, Good inspection, needs nothing, Like new bike. Many extras. What you see is what you get. This bike has kick starting only. uship.com has shipping options that can be helpful and cheap.

1990 Yamaha XT600

1990 Yamaha XT600


Livonia, Michigan

Category -

Engine -

Posted Over 1 Month

Have a 1990 XT 600 for sale. Descent Bike, Newer seat and and very welled maintained as far as fluids and all adjustments go. Been primarily drove as a trail/mud bike for most of its life as of late/ past 5 yrs. Before was 70% of a street bike going to the corner store or taking a 3 hr trip out in the country. This bike is rated at 44HP which is a little more than some 650's. I encourage you to look at the specs and compare. Here what has been done recently~Top end was redone approx 5 years agoNew ignition with 2 keys Oil change with filter 20w-40 motorcycle syn blend oilreplaced light bulbsNew spark plug and fuel system cleaningPlastic parts were really faded and cracked/fixed and did a little custom paint jobNew air filterONLY TEXT PLEASE!!! I WORK A LOT OF HOURS BUT I WILL GET BACK TO YOUNew tires and tubes aggressive knobby tires Front and back

1988 Yamaha XT600

1988 Yamaha XT600


Oceanside, California

Category -

Engine -

Posted Over 1 Month

1988 Yamaha xt 600fuel: gaspaint color: redtitle status: cleantransmission: manual* this is a dual sport motorcycle it runs great and shifts good.* The tires are in great shape and so are the brakes.* it's ready for the next owner to register with no back fees.* caution this is not a beginners bike this bike is really fast. * I am not excepting trades of any kind or offers.Sevensixzerofivetwooneeightthreeonefour

1986 Yamaha XT600

1986 Yamaha XT600


Duncansville, Pennsylvania

Category Sport Bikes

Engine 998 cc cc

Posted Over 1 Month

The new R1S features much of the same technology built into the R1 and R1M but with minor changes that make it the bike of choice for canyon carvers and commuters.

1986 Yamaha XT600

1986 Yamaha XT600


Warren, Ohio

Category Sport Bikes

Engine -

Posted Over 1 Month

2016 YAMAHA FZ-07,

1991 Yamaha Xt600

1991 Yamaha Xt600


Evergreen, Colorado

Category Dual Sport

Engine 600 cc

Posted Over 1 Month

1991 Yamaha Xt600 , Letting go of the Moto after a great, trouble free ride from Alaska. Mechanically sound with plastic in fair condition. She has about 23,XXX miles on the odometer, geared for highway use, new tires, new battery, reworked cylinder (6000 miles ago), T4 Exhaust, and plenty of power. It also has a pair of tool boxes that were used as saddlebags that can be removed in 10 minutes. Would keep, but I'm leaving the country soon and have nowhere to keep it. Feel free to call or text with any questions. $1,600.00 9078307761

1994 Yamaha Xt600

1994 Yamaha Xt600


Pueblo, Colorado

Category Dirt Bikes

Engine -

Posted Over 1 Month

1994 Yamaha Xt600 , Good condition, cosmetic tail light issue is the only problem. Lightly used, current registration. $1900 Kelly Blue Book Value. $1,500.00

1985 Yamaha Xt600

1985 Yamaha Xt600


Newnan, Georgia

Category Dual Sport

Engine 600 cc

Posted Over 1 Month

1985 Yamaha Xt600 , Make an offer... Custom 1985 Yamaha XT 600. -Tagged for street use -Carburetors rebuilt and rejetted for intake and exhaust -1977 TT500 fuel tank -New Uni air filters with upgraded exhaust -New La Rosa leather seat -Custom wood deck fender -New Hemi-Orange painted Engine -New slip-on exhaust -New tire tubes -New Chain -New Biltwell grips No mechanical issues. Runs outstanding. Come check it out and make an "in-person" cash offer if you are interested. The white motorcycle is a 1994 Yamaha XT 225 that I built and have listed for sale as well. $1,600.00 6788764616

1984 Yamaha XT600

1984 Yamaha XT600


Cumberland, Maryland

Category Standard Motorcycles

Engine -

Posted Over 1 Month

1984 Yamaha XT600, GOOD USED XT600 - Vintage Yamaha XT600 street & trail in good, factory condition. Still has the factory original turn signals installed.

2017 Yamaha XT250

2017 Yamaha XT250


Palm Coast, Florida

Category -

Engine -

Posted Over 1 Month

Selling my 2009 yahama FZ6R pearl white with 12,700 miles. It's a great combination of performance handling and exciting sport/ touring bike style. For those looking to joining the motorcycle world, this bike is the perfect biginners bike or daily driver. Great on gas completely stock, never laid down, no accidents just needs new front tire.

2013 Yamaha XT 250

2013 Yamaha XT 250


Fresh Meadows, New York

Category Sport Bikes

Engine 600 cc

Posted Over 1 Month

2012 Yamaha Fzr600 , Exquisitely cared for. Perfect condition. All details included. $4,000.00 6464014573

1989 Yamaha Xt600

1989 Yamaha Xt600


Orange, California

Category -

Engine -

Posted Over 1 Month

1989 Yamaha Xt600 , Street legal, tags due October, 1200 OBO, runs great. Less than 250 miles on rebuilt engine. Email for details. $1,200.00

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Yamaha 600cc Bikes List

Yamaha 600cc Bikes


Yamaha 600cc Bikes are loved by so many people, Because 600 cc Bikes have middleweighted Engine Size That may easier to handle than the bigger Engine bikes like 1000cc or above that probably good for those who just step into the next level after using beginner bikes.

Beside, Yamaha is a trusted motorcycle or motorbike manufacturer since 60's so People have no doubt about the best build quality of  Yamaha 600 cc Bikes.

Yamaha 600cc Bikes List


There a a few numbers of 600cc Bikes that were produced By Yamaha from the old ones into the new ones. Here them go as mentioned below :


Yamaha XJ600

Yamaha XJ600 Are quite big and have some variants. But before we talk further about it, Yamaha XJ600 Has 600cc Engine 4-Stroke DOHC With 6 Speed Transmission. XJ600 was built during 1984 to 1991 until it settle and replaced by its Successor, Yamaha  Diversion/SECA II.


Yamaha XJ600 Pre Diversion
Yamaha XJ600 Pre Diversion

Yamaha XJ600 SECA Diversion
Yamaha XJ600 SECA Diversion



Yamaha FZ600


FZ600 is kind of 4-Stroke Sport bike that is produced by Yamaha along 1986-1988, And Later the FZ600 replaced by Yamaha FZR600 from 1989-1999. FZ 600 Called the Racer Replica that its engine derived closely with Yamaha XJ600 Used to. The four cylinder engine also assist by each Mikuni BS-30 Carburetor.



Yamaha FZ600
Yamaha FZ600


Yamaha FZR600

As mentioned previously, Yamaha FZR 600 is the FZ600's Successor. FZR600 was developed to get the advance look and performance than the previous FZ600, the engine, Frame, Body and etc. From the Look, we can clearly see that Yamaha FZR600 Has squared headlamp that fit in into the fairing and Yamaha FZ600 Has two round lamps in the fairing.


Yamaha FZR600
Yamaha FZR600 Genesis


Yamaha XT600

Now we moved into an adventure Bike Or off road, XT600. But Yamaha XT600 is actually multi purpose that it's not only good for dirtbiking, but it runs well on the street too. Yamaha XT600 was made from 1984-2003, It's four stroke with 600 cc Size Engine.


Yamaha XT600

Yamaha TT600R

TTR600 Was a dirtbike that is made by Yamaha. TTR Has various variants depends on the engine Size From TTR50, 110, 15, TTR230, 250 And this 600 is the largest engine size in TTR Bike Variant.



Yamaha TT600R

TTR Has close relationship with Yamaha XT. They're both Dirtbikes, TTR Bike adopt some engine and some specification stuff from Yamaha XT. TTTR600 or TT600R was made for those need the endurance and well Powerful performance of dirt biking.

Yamaha Grizzly 600

Grizzly was kind of All Terrain Vehicle (ATV) Or four wheeler. Luckily it has 600cc Engine Size that going to serve you the powerful riding experience to beat Off-Road track. There are a few number of Yamaha ATV Series But i Think This Yamaha Grizzly 600 was the best ATV in 600cc.


Yamaha Grizzly 600 ATV
Yamaha Grizzly 600 ATV four wheeler

Yamaha SRX600

Yamaha SRX600 Comes to compete the 600cc bikes from other manufacturers, That in the 80's was the gold era for 600cc bikes. SRX Has 250cc Variant, and of course this SRX600 is way more powerful. Also SRX is the next gen of Yamaha SR Series, it comes with a few numbers of development and advanced specification to serve the best experience for 600cc bike fans.


Yamaha SRX600


Yamaha YZF600R

YZF600R Is kind of first sportbike from Yamaha that Leaves the old design of 80's sportbike, that it comes with more luxurious bodyworks. The old Yamaha Sportbikes always come with squared and sharp-edged body, And this Yamaha YZF600R begins the new and modern sportbike era. 


1995 YAMAHA YZF600R Black


YZF600R Has two versions, The firs one is the first generation and then the second one is the next gen with some developments that is also called Yamaha YZF600R Thundercat. This YZF600R maybe become the ancestor before Yamaha YZF-R6.

Yamaha YZF-R6

Yamaha R6 Was the latest model of Yamaha Sportbike in 600cc. It's always developed years by years that is begin in 1998 until 2020. 2020 model was the last Yamaha R6 that was ever produced and then now it's discontinued but sill Yamaha YZF-R6 Become one of the best 600cc Sport bike in this Planet.

Yamaha YZF-R6
First Gen Yamaha YZF-R6

Sours: https://yamahaoldbikes-list.blogspot.com/2021/02/yamaha-600cc-bikes-list.html
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Yamaha XT 600

Make Model

Yamaha XT 600 




Four stroke, single cylinder, SOHC, 4 valve


595 cc / 36.3 cu-in

Bore x Stroke

95 x 84 mm

Cooling SystemAir/oil cooled,
Compression Ratio



27mm Dual stage Teikei Y 27 PV carburetor



Battery I2V/12Ah

Max Power

46 hp / 34 kW @ 6000 rpm 

Max Power Rear Tyre

38.0 hp @ 6000 rpm

Max Torque

4.5 kgf-m / 51 Nm @ 5750 rpm


5 Speed 

Final DriveChain

Front Suspension

Telescopic air assisted

Front Wheel Travel255 mm / 10.0 in

Rear Suspension

Monoshock swing arm

Rear Wheel Travel236 mm / 9.2 in

Front Brakes

Single 267mm disc

Rear Brakes

150mm Drum

Front Tyre


Rear Tyre

Dimensions Length 2290 mm / 90.0 in
Width 845 mm / 33.2 in
Height 1100 mm / 43.3 in
Wheelbase1435 mm / 56.4 in
Seat Height860 mm / 33.8 in
Ground Clearance 260 mm / 10.2 in

Dry Weight

137 kg

Fuel Capacity 

11 Litres

Consumption Average

61 mpg

Braking 60 - 0 / 100 - 0

- / 35.5 m

Standing ¼ Mile  

13.7 sec / 94.8 mph 152.6 km/h

Top Speed

100 mph / 160 km/h

You can't help but feel sorry for dual-purpose motorcycles. They've become trapped in a world they never built, saddled with a jack-of-all-trades, master-of-none role in an era of ever-increasing specialization.

It wasn't always this way. Back in the old days, there were no such things as specialized motorcycles, or even dual-purpose motorcycles. In effect, every bike was an a//-purpose machine. You took the lights off of your street bike and stripped some weight if you wanted a cowtrailing machine. If you took off even more weight, hopped-up the engine and put on the appropriate tires and handlebars, you had either a road racer or a scrambler. And a touring bike? Well, that was the same basic street machine with a duffel bag strapped to the rear and some sort of aftermarket, handlebar-mount windshield up front.

Just like those bikes of yesteryear, today's dual-purpose motorcycles can do just about anything. It's just that they suffer anytime they're compared, one category at a time, to any of the specialized bikes. Yes, some dual-purpose machines can be used for long-distance touring, but compared to gliding along the highway on one of the big touring bikes, doing so is an ordeal. Off-road, a good rider can take a dual-purpose bike almost anywhere, but an equally skilled rider on a proper dirt bike will get there sooner with less effort—and fewer crashes. On twisty backroads, dual-purpose bikes account for themselves amazingly well, but a good sport bike remains a far better choice for doing Kenny Roberts imitations.

Still, dual-purpose motorcycles seem to maintain a small but loyal following of riders who believe in the one-bike-for-all-uses concept. And the prestige class for dual-purpose machinery is the big-bore division, bikes that displace from 500 to 600cc. Yamaha's entry in that category is the XT600, a 595cc thumper that can trace its lineage back to 1976 and the TT/XT500 models, the first modern reincarnation of the classic large-displacement, single-cylinder four-stroke.

As Yamaha's dual-purpose flagship, the XT has all the latest tricks. Styling, of course, is heavily biased towards the dirt side of things, which is apparent in the high-mounted plastic fenders front and rear. A red, motocross-style "safety seat" sweeps forward onto the gas tank to cushion a rider's delicate parts. The sidepanels and headlight cover have blacked-out panels meant o resemble number plates. There's a tool pouch mounted on the rear fender just like on the real enduro bikes. There are even air shrouds attached to the bottom of the gas tank, which seems a trifle gimmicky, although Yamaha claims they direct cooling air to the engine. But it's hard not to believe that the black plastic shrouds are there to resemble radiator shrouds. And, in fact, quite a few observers asked, "Water-cooled, eh?" as they gave the air-cooled XT a quick once-over.

There are other, non-gimmicky components on the XT600, like the open-cradle frame that closely resembles the one used on the dirt-only TT600. A substantial aluminum skid plate in the classic coal-shovel pattern protects the bottom of the engine from rock damage. The front fork assembly has 41mm stanchion tubes (down 2mm from the TT600's), air caps and 10 in. of travel. An impressively strong front disc brake easily hauls the 600 down from highway speeds yet is still controllable enough for effective use in the dirt.

Yamaha went all-out on the XT's rear suspension. Gone is the 550's old-style Monocross system that placed the shock in an almost-horizontal position above the engine, replaced by a lower-mounted shock and a link system that provides for progressive springing and damping rates. The bottom link pivots, as well as the swingarm pivots, have grease fittings, while the top pivot, where the shock attaches to the link, is protected from wheel-thrown debris by a pleated rubber boot. The shock itself is adjustable for both spring preload and rebound damping, and the adjustments are easily made at the lower end of the shock. Rear wheel travel is 9.3 in.

A nice touch is the aluminum box-section swingarm, lighter and better looking than the customary silver-painted steel unit. The arm pivots on needle roller bearings. Snail-cam chain adjusters and a quick-detach rear wheel make chain-tightening and tire-changing duties easier.

Power to move the XT down the road or the trail is provided by an engine that follows the modern thumper pattern. A single

overhead camshaft opens and closes four valves via rocker arms. Exhaust-valve size, 31mm, is one millimeter larger than on the 550 engine, but the engine's 84mm stroke is the same as the 550's. The 600's added displacement comes from increasing the bore to 95mm. The compression ratio is 8.5:1, the same as on the XT550.

As a weight-saving measure, Yamaha fitted the XT with a chrome-plated aluminum cylinder liner (the same as on the TT600) instead of a more-conventional iron liner. We've heard reports that some TT cylinder liners get out-of-round easily, causing oil consumption to go up. Some TT600 owners even have resorted to installing iron liners. When asked about the problem, a Yamaha spokesman said out-of-round liners and oil consumption shouldn't be a problem if the bike is broken-in carefully.

Instead of a single exhaust header pipe, two smaller pipes exit the cylinder, curving to the right before merging into a larger-diameter pipe that leads to a heavy-looking (but quiet) muffler under the right sidepanel.

Like most of today's big four-stroke Singles, the XT uses a dry-sump oiling system, which requires a separate oil tank. But instead of using a frame tube or backbone as a reservoir, the XT600 has a metal tank hung off the left side of the frame, tucked underneath the sidepanel. Yamaha explains that this type of oil tank was used to help achieve a lower center of gravity (the XT550's oil is carried in the backbone above the cylinder head), and to keep the hot oil away from the steering head, where it shortens bearing life. We never had any problems with the tank on our test bike, but an XT owner who rides a lot in rocky terrain would be well-advised to keep an eye on the tank, since it can easily get punctured by a fall onto a sharp rock.

The XT600 uses a dual-carburetor setup, dubbed YDIS for Yamaha Duo Intake System. Most dual-purpose and off-road four-stroke singles now use some kind of dual-carb system, the theory being that at low rpm, where one large carburetor doesn't mix fuel and air very efficiently, a smaller carburetor will give better throttle response. At increased rpm the secondary carb kicks in to give the engine the fuel it needs for higher speeds. The XT's carbs—a 27mm slide-type primary linked to a 27mm CV-type secondary—are manufactured by Teikei. Most of the time they worked just as the theory dictates, although, there were instances when the engine would stumble, almost as if the secondary carburetor was taking a gulp before getting on with its job. The condition was especially annoying in passing situations on crowded freeways. Before reaching any firm conclusion about the performance of the carburetors, we cleaned and re-oiled the dual-stage foam air filter. This helped—it seems the new XT has inherited the TT600's trait of easily clogged air filters—but a slight hesitation was still there, between 4000 and 5000 rpm.

Hesitation or no, the carburetors metered fuel to the engine very efficiently. On the Cycle World mileage loop the XT returned 61 mpg, giving the bike nearly a 180-mi. range from its 2.9-gal. gas tank. The Yamaha usually went on reserve between 140 and 150 mi.

Carburetion also played a part in the way the big XT started—easily for a 600cc thumper, which is not to say easily compared with most motorcycles. First off, there is no electric starter, since a kick-only design is more in keeping with the bike's off-road, less-weight theme. There is, admittedly, an automatic decompressor that opens the exhaust valves when the kick starter is depressed, but it still takes a healthy kick to get things moving. In the morning it's best to use full choke with no throttle, and the XT will rumble to life in three or four kicks. The bike can be ridden away immediately with the choke still on, since no warm-up period is necessary—a pleasant change from the cold-blooded way many four-cylinder street bikes behave.

When warm, the XT will fire with just one kick .. . usually. There were times—two or three during the 1400-mi. test pe-

riod—that the XT just refused to start. Kicks, curses and push-starting had little effect. After a few minutes rest and some more kicking on the part of the rider, the XT would spring happily into its 1500-rpm idle.

Once started, the engine is a joy. Around town, shifting at 3500 rpm (redline is 7000 rpm) and letting the bike lug its way around corners seems to work best. So with its generous suspension and torquey engine, the XT makes the ideal urban commuter. Potholes, cobblestones and all other normal road hazards don't bother the bike in the least.

Out on the open road, things change a little. Even with the XT's gear-driven counterbalancer and rubber-mounted handlebars, for instance, the rider can feel vibration; this is, after all, a big Single. The vibration doesn't really intrude until the bike is running along at 60 mph, but from that point on the XT shakes in earnest. Not bad for short blasts down the highway, but an Interstate tour at 70 mph will have the rider wishing for something smoother.

Better to stick to two-lane backroads with lots of dips and twists and places to stop and enjoy the scenery. But those stops are almost mandatory, thanks to the hard seat. Thin on top to allow for non-bow-legged standing on the pegs in the dirt, the seat just doesn't offer much support. Fifty miles has the rider shifting his weight around and 100 non-stop miles is a true accomplishment.

Handling-wise, the 600 is nimble in terms of street maneuverability but, naturally, not the most agile dirt bike on the market. But for a bike that can do both kinds of riding, the XT is quite competent. The only handling quirk we did notice was that the bike steers heavily and sluggishly at low speeds. And the culprit is the OEM front tire, a new-pattern Bridgestone Trail Wing. For a dual-purpose tire the Bridgestone has a really aggressive tread design; it would be fair to call the tire a semi-knobby rather than a typical trials-universal dual-purpose design. The tire worked nicely on the street and got surprising traction in the ment we fitted a more conventional Dunlop dual-purpose tire and effected an instant improvement. Even riders who thought that the XT hadn't handled all that heavily with the stock tire noticed a lighter front-end feel with the Dunlop.

Regardless of tire choice, however, the XT makes an excellent off-road explorer. It will splash through streams, climb impressively steep hills and slide around smooth turns at a good clip. On a fire road a talented rider can really hustle the XT along. But, at 318 lb., the bike can become a handful through

rough sections in a hurry. Pushed hard, sooner or later, the weight or lack of real off-road suspension and tires will catch up with the XT; and dumping a heavy bike at the speeds the 600 is capable of is a sobering (and slowing) thought.

Granted, as with any dual-purpose motorcycle, the XT has its limitations both on the street and in the dirt. But that assessment really isn't fair. If you're looking at what a dual-purpose bike won't do well, then you've missed the point. Better to look at what the bike will do; and in the XT600's case, that's just about everything.

Source Cycle World 1984

Dirt Bike 1984

Yamaha XT600L vss Honda XL600R vs Kawasaki KL600A1

Dual-purpose bikes face a curious dilemma. On one hand, they must be comfortable for long freeway rides out to the country; on the other hand, they have to be nimble in the dirt without feeling too heavy. Yet when you're talking about the biggest engines available in dual-purpose bikes, "nimbleness and lightness" are words usually said in jest.

For this shootout, the Dirt Rider staff compared the Yamaha XT600L, Honda XL600R and Kawasaki KL600A1. They're the biggest, meanest and best dual-purpose bikes we've ever tested.


When Honda's first item on their list of "changes and improvements" for the 1984 bike is "new graphics," you know you'll have to look long and hard for any startling technical information. Actually, the '84 bike is virtually identical to last year's XL600R. The seat height, wheelbase, Ground Clearance, footpeg height and weight are all the same this year, and neither the suspension components nor the tires have changed.

Other than a new shift lever design that now allows for adjustment and a piece of felt soaked in heavy grease above the fork seals to help prevent stiction and lubricate the tube, the only changed items on the 1984 XL600R relate to starting the bike and keeping it from stalling.
First, Honda tossed the old kickstarter and borrowed a less awkWard one from the XR500R. Next, they changed the ignition timing to aid idling.

The carburetors (the same ones as on the XR500R) were also tweaked a bit to help both starting and idling on the monster 600.
Last year, XL600R owners had trouble getting the crankcase drain plug loose while using the Honda-supplied tool kit wrench. Honda has modified the wrench for 1984, so you won't have to dig through the hopelessly inadequate toolbox in your garage.

Tough choice here. Each of the three 600s is loads of fun and possesses characteristics that make it the best in one particular area. The Kawasaki probably has the most potential; its suspension and handling outshine those of its rivals by a fair margin on either street or dirt. However, our test bike was terminally slow and had a comparatively weak front brake, traits that were undoubtedly peculiar to our test bike in talking to some satisfied owners. Also, for a liquid-cooled bike, the engine seemed to get pretty hot, passing the heat back to our legs.

Our Honda was probably the best dirt bike of the bunch. It had a good, strong front brake, handled fairly well and seemed to have the most horsepower, though it was mostly on top. But I didn't like the way it died unpredictably in slow traffic or trail work. It also leaked oil in my garage and the seat was too soft.
By comparison, the Yamaha was great at low speeds:

It would chug down or idle practically all day without a cough and felt stronger down low than the Honda. Its tires seemed better than the ones on the XL or the skinny-feeling ones on the KL. However, it definitely needs stiffer fork springs. Oh yes, the XT is the winner in the clear-mirrors-while-freeway-flying category.
—Mark Kariya

After spending years as a serious racer, dual purpose bikes have won my heart. They are extremely nimble on the street and they are, well ... a lot of fun in the dirt.
Nobody expects a 600cc dirt bike with lights, battery, etc. to handle like a YZ250, but you don't want it to handle like a BMW either. All three of these bikes handle fine on the street, but the Honda feels the closest to a motocross bike once off the highway. Since I'm more concerned with how the bike will perform in the dirt, I'll have to say that the Honda is my choice.

I'd love to be able to say that the Kawasaki is the best, but I can't since the engine doesn't thrill me. A 600cc single-cylinder four-stroke should have so much torque that you can hardly keep the front end down when leaving a stop light. Wheelies on the KL600A1 are more work than they are fun; the engine just isn't as powerful or torquey as the Yamaha and the Honda. feel the same way everybody else on the staff does—put some horsepower in that kWacker and I'd ride it anywhere.
—Bob Carpenter

We took these three bikes out on a head-to-head major trail ride, traveling on freeway sections on the way there and back, and curvy canyon pavement in the middle. We lived with them on a daily basis as commuters and trailsters as well. They are all good for their intended purpose.
I would buy the Kawasaki and hope to find some ponies somewhere. The KL had the best comfort and suspension. I enjoyed it even though it was slow.

The Yamaha has a neat motor and good dirt tires, but the imbalance in the suspension ruins the handling. Passengers were happiest on the rear of the Yamaha. It started and carbureted the best. Honda has been building D-P bikes for a
while, and it shows. Funky carburetion leaves you nervous in traffic, and the Honda's seat is so soft it makes long rides a bummer. Of the three, it does work the best in the dirt and, considering the KL's power, in the street, too.

If you didn't get to ride them all, any one would make you happy. For me, a good dealer would greatly influence my choice.
—Karel Kramer

We took these three bikes out on a head-to-head major trail ride, traveling on freeway sections on the way there and back, and curvy canyon pavement in the middle. We lived with them on a daily basis as commuters and trailsters as well. They are all good for their intended purpose.
I would buy the Kawasaki and hope to find some ponies somewhere. The KL had the best comfort and suspension. I enjoyed it even though it was slow. The Yamaha has a neat motor and good dirt tires, but the imbalance in the suspension ruins the handling. Passengers were happiest on the rear of the Yamaha. It started and carbureted the best. Honda has been building D-P bikes for a
while, and it shows. Funky carburetion leaves you nervous in traffic, and the Honda's seat is so soft it makes long rides a bummer. Of the three, it does work the best in the dirt and, considering the KL's power, in the street, too.
If you didn't get to ride them all, any one would make you happy. For me, a good dealer would greatly influence my choice.
—Karel Kramer

Yamaha's offering in the big-bore department of the dual-purpose world is the XT600L. Compared to last year's XT550K, the 600's new engine displacement was achieved by increasing the bore from 92.0 to 95.0mm, though the same 84.0mm stroke is used on the 600. Yamaha did trim some weight off the piston, the piston pin and other related parts to keep the reciprocating mass equal to the weight of the 550. A larger, three-gallon gas tank is partially covered by the new extended seat. Yamaha says the "safety seat" is for better control in traffic; you know the real reason.

To shave the weight that rides high on the XT600L, Yamaha changed the instrument panel on the new model. Yamaha wanted to lower the amount of weight held up high on the bike. The passenger footpegs are now frame mounted for a more comfortable ride and a new scoop directs cooling air to the cylinder head.
Kawasaki's all-new KL600A1 is a bold new bike, bringing water-cooling to dual-purpose bikes for the first time. Not only is the KL600 water-cooled, it also has a small electric fan to help out when the going gets tough.

The four-stroke engine uses four valves and a double overhead cam. A double rotating counterbalancer cuts down on vibration, and a "silent" cam chain with automatic tensioner helps keep engine noise down. The handlebar-mounted choke makes starting easier, as does the automatic compression release.


These dual-purpose bikes are three of the best Open class DP bikes ever built. Each has some quality or personality trait that makes you want to say "Wow!"
The best dirt bike is the Honda. When the pavement ends, the XL600R feels the most like a dirt bike in both body positioning and handling characteristics. It has the shortest wheelbase of the three; that is readily apparent on the trail. Brake slide turns and other motocross-inspired antics were also performed best by the Honda. Both brakes were excellent and never a source of complaint.

Being the best dirt-handling bike doesn't come without sacrifice, though, and in this case, the payoff is substantial. The Honda is the worst street bike of the three. The short wheelbase (55.9 inches) makes the Honda uneasy on the freeway when compared to the Yamaha and the Kawasaki. The passenger pegs on the Honda are mounted on the swingarm, which means every time you hit a bump, your partner's pegs move. If you bottom out the rear suspension, your passenger is going to be very uncomfortable (that's if the pegs didn't already skyrocket your friend).

The engine on the Honda is very strong, but it performs best when revved high. The clutch was never a problem, and all the controls—well, almost all-were usable and durable. After an un-
named Dirt Rider editor tossed the Honda away on a high-speed fire road (he said the corner came up too quickly and he certainly wasn't going to take a ride down a cliff with the Honda) the left-hand rear turn signal was DOA.

The rubber signal ripped off the metal bolt to which it had been molded. But considering the speed of the crash, it wasn't a significant loss.
The best street bike of the bunch is, far and away, the Kawasaki KL600A1. It's stable, handles better than a lot of pure street bikes and the tires let you lean it way over on canyon roads. The seating position and seat (in both shape and density) are the best out of the three bikes tested. Yet the front brake, surprisingly, doesn't feel as strong as the brakes on the other two bikes. It's progressive and positive, but just not all that strong.

In the dirt, the Kawasaki is very predictable and confidence-inspiring. At first glance, you would think the Kawasaki is a lot heavier than either the Honda or the Yamaha. It isn't. On the street or in the dirt, the Kawasaki felt no heavier than the other two bikes.

It was slower, though. Much slower. It could be that we got a lemon for a test bike, but our KL600A1 was decidedly slower than the Honda and the Yamaha, making it hard work staying up with the other two bikes—a pity since the Kawasaki's suspension is much more balanced and of better quality.
We also learned to keep the Kawasaki away from water. After two river crossings and medium-sized sprays, the KL600A1 decided it didn't want to run anymore.

The electrical system died abruptly, and we couldn't get the bike runnin§ again. Since we were in the middle of nowhere, we left the KL in some bushes with additional camouflaging and picked it up the next day. After drying out some, the bike started and ran fine.

The Yamaha XT600L found praise heaped on its chugging motor. It had the best all-around tires, too. The XT was by far the easiest to start. It kicked through easily and fired up after two or three kicks. In comparison, the Honda didn't always want to go when you did, while the Kawasaki needed even more kicks before it could be persuaded to start.
The front fork springs on the Yamaha need to be stiffer to balance out the suspension. While the rear suspension doesn't need to be changed for dirt riding, it was the harshest of the three bikes on the street.

The way the Yamaha handled in the dirt was probably its weakest area. Either because of the unbalanced feel of the suspension or because of the extra weight up high, the XT600L was not exactly a treat to throw into a big, sweeping, fire road corner. You have to get way up over the front end to keep it from washing out, and you can't depend on the rear end to do the same thing every time. High-side swaps were a grim reality during our action photo session. Beyond these complaints, the Yamaha did everything else well. The brakes, the seating position, the controls and the riding comfort are all fine.

So all three bikes have some relatively minor problems, but they've also got some pretty impressive characteristics. They are all excellent dual-purpose bikes, capable of tackling just about any obstacle (speaking from experience), and they are all great on the highway. We'd almost like to call the Kawasaki KL600A1 the winner of our comparison since it handled the best under all conditions and has the best suspension, but it's just too darn slow for a 600cc motorcycle. The Honda could be the winner, too, because-it handles more like a dirt bike (and, after all, we are called Dirt Rider Magazine), but the Honda's seat is uncomfortably soft, and it is hard to start and periodically sputters and dies.

Perhaps the Yamaha should win by default. It doesn't do anything all that exciting as far as performance goes, but it isn't a death trap, either. It starts easily and didn't break down, but we can't seem to forget those high sides and the fact that the engine occasionally coughed and sputtered under heavy loads.
So, the Honda XL600R will take the laurels this time, but we're going to investigate why the KL600A1 was so slow. It could be that some simple changes might bring the Kawasaki back to life. We hope so. Then the KL would earn the title of "the ultimate dual-purpose machine."DR






Sours: https://www.motorcyclespecs.co.za/model/yamaha/yamaha_xt600%2085.htm

Yamaha XT 600

Model of motorcycle

The original 34L version of the XT600Z Ténéré distinguishable by the vertical blocks on the tank.

The Yamaha XT 600 is a motorcycle manufactured by Japanese motorcycle manufacturerYamaha. It was built from 1984 to 2003 in different versions.

Model history[edit]

The XT 600 is considered to be an all-purpose Enduro, which is suitable for use on the road as well as off-road driving. Its disc brakes, four-valve engine, mono-shock absorber (mono Cross) and contemporary 12-volt electrics represented significant improvements over the 1975 model Yamaha XT 500.

Second generation 1VJ Ténéré in the Sahara. Note the sawn-off mudguard to help cool the vulnerable cylinder head on early 1VJs

The first XT 600 was introduced in June 1983, the XT 600ZL Ténéré [34L] based on the XT 550 engine, kick start only, with the 30-Litre white tank. In 1984 the basic XT 600 was introduced to "replace" the XT 550. In addition to the changes in design, the main difference was an 11.5-litre tank instead of the 30-litre long-range 600ZL Ténéré's tank; the road model Yamaha SRX 600 was derived later. In 1991, the somewhat obsolete XTZ 600 Ténéré was replaced by the water-cooled, five-valve Yamaha XTZ 660, which did not manage to carry over the legendary reputation of its air-cooled predecessors.

Over the years, the XT was built in 600 different variants which, however, usually only look different. The most important change of the XT 600 which had only been using a kick starter was in 1990; the XT 600 E was presented as a new model with a more contemporary design, chrome-plated steel wheel instead of aluminum wheels, now without a tachometer, with the exhaust as the supporting frame member, a 13.9-litre tank and an electric starter. In addition, the oil tank, which was previously located under the left side cover, was moved forward behind the steering head between the frame and girder bridge. Due to high demand, the XT 600 K, which featured a kick-starter, but was otherwise structurally identical to the XT 600 E model, was introduced to the market; the series ran until 1995. Due to more stringent emissions requirements, the power of the XT 600 E, which had become the only available model, was reduced by 4 kW to 29 kW (39 hp), and a tachometer was reintegrated in the cockpit. The clutch actuation on the engine body was moved from the left to the right side, and the muffler was no longer part of the rear frame. The reliability of the XT unit was not harmed, as mileages of over 100,000 km and unopened motor are not uncommon.

The bike was eventually succeeded by several newer versions including XT660R (road-trail), XT660X (motard), and XT660Z Ténéré (adventure). Additionally, it inspired larger models, notably the adventure-styled XTZ750 Super Ténéré and XT1200Z Super Ténéré.

Points of interest: The 600ZL was known as this because it was a 600Z 34L. However this trend did not continue with the following 55W model in 1984/5, or it could have been known as 600ZW. The easiest way to distinguish a 34L from the near-identical (but in many small ways superior) 55W is that the latter has sloping speed blocks on the tank.

Technical data[edit]

  • Type: 3UW Year 94
  • Empty weight: 163 kg (type 2KF, built in 1987 and 1989 for 153 kg)
  • Fork diameter 41 mm, 255 mm of travel front, 225 mm rear (type 2KF 235 mm rear)
  • Air-cooled four-stroke engine 4-valve
  • one cylinder, arranged vertically
  • Bore: 95 mm
  • Stroke: 84 mm
  • Displacement: 595 cm ³
  • Compression ratio: 8.5:1
  • Maximum speed: 141–155 km / h (depending on model)
  • Power: 27-46 hp (depending on restriction)
  • Chain drive
  • Seat height 33.9 in (861 mm)


Year Serial number designation performance
MY83-84 34L XT 600 ZL 20 to 33 kW (27–44 hp)
MY85 55W XT 600 Z 20 to 33 kW (27–44 hp)
MY84,85 47N EUR(Swiss) XT 600 Z
MY86-87 1VJ XT 600 Z 20 to 34 kW (27–46 hp)
MY88-90 3AJ XT 600 Z 20, 25 & 34 kW (27, 34 & 46 hp)
Year Serial number designation performance
MY 84-86 43F XT 600 20 to 33 kW (27–44 hp)
MY 87-89 2KF XT 600 33 kW (44 hp)
MY 87-89 2NF XT 600 limited to 20 kW (27 hp)
MY 90-94 3UW XT 600 E and K limited to 20 kW (27 hp)
MY 90-94 3TB XT 600 E and K 33 kW (44 hp)
MY 95-97 3TB XT 600 E 25 to 29 kW (34–39 hp)
MY 97-99 VJ01 XT 600 E 25 to 29 kW (34–39 hp)
MY 99-03 DJ02 XT 600 E 25 to 29 kW (34–39 hp)
Designation Year Serial number Intended Market
XT 600 ZL 1983,84 39E AUS,EUR
XT 600 1984,85,86 43F USA,CAN,EUR
XT 600 1984,85,86 47N EUR(Swiss)
XT 600 S,T 1984,85,86,87 49L USA,AUS
XT 600 N,S,T 1984,85,86,87 49M USA
XT 600 L,N,S,T 1984,85,86,87 49N USA
XT 600 NC,LC 1984,85 49R USA
XT 600 SC 1986 49R USA
XT 600 TC 1987 49R USA
XT 600 1987 2KF USA,CAN
XT 600 N 1987 2NF USA,EUR(Germany)
XT 600 1988,89 2WJ EUR(Swiss)
XT 600 U 1988 2WK USA,CAN
XT 600 U,UC,W,WC 1989,90 3EW USA
XT 600 1989 2KF USA,CAN,EUR
XT 600 1989 2NF USA,CAN,EUR
XT 600 E 1990,91,92,93,94 3TB USA,CAN,EUR,OCE,JPN,OTH
XT 600 EN 1990,91,92,93 3UW EUR(Germany)
XT 600 E 1990,91,92,93,94 3UX USA,CAN,EUR
XT 600 AC 1990 3UY USA
XT 600 EA 1990 3UY USA
XT 600 E 1990,91,92,93,94,95 3UY USA
XT 600 BC 1991 3UY USA
XT 600 D,DC 1992 3UY USA
XT 600 EE,EC 1993 3UY USA
XT 600 EA 1990 3WR USA,CAN
XT 600 EB 1991 3WR USA,CAN
XT 600 E 1992 3WR USA,CAN
XT 600 EE 1993 3WR USA,CAN
XT 600 E 1994,95,96,97,98,99,00,01,02 3WR OCE,AUS
XT 600 (kick) 1991,92 3TB EUR(Spain,France)
XT 600 N(kick) 1991,92 3UW EUR(Germany)
XT 600 E 1995,96,97,98 3TB EUR
XT 600 KH 1993 3TB USA,CAN,EUR(France)
XT 600 KN 1992 3UW EUR(Germany)
XT 600 E 1994 3UW EUR
XT 600 E 1995,96,97,99,00,02 3UX EUR(Swiss)
XT 600 E 1996 4MW Brazil
XT 600 1994 3TB EUR
XT 600 E 1999,00,01,02 DJ021 EUR


  • Bucheli Publisher: Yamaha XT 600 Tenere / XT 600 from year 1983: Manual for care, maintenance and repair ISBN 3-7168-1789-9
  • Bucheli Publisher: Yamaha XT 600 E from 1990, ISBN 3-7168-1869-0
  • Yamaha Motor Co Ltd, 1st edition Apr 1983: Yamaha ZT600ZL Supplementary Service Manual serial# from 39E000101 Manual# 39E-28197-60
  • Yamaha Motor Co Ltd, 1st edition Dec 1983: Yamaha ZT600ZL Supplementary Service Manual serial# from 39E004101 Manual# 53R-28197-20


External links[edit]

Sours: https://en.wikipedia.org/wiki/Yamaha_XT_600

Bike yamaha 600cc dirt

I give Anna to you. Andrew" "Damn. " - moaned John, unbuttoning his suit.

YAMAHA XT 600 // Go Wild and Fast // by the river side //

Vika sat closer to me and, opening her mouth, began to play with her tongue. She drove them from side to side, inviting my cock into her mouth. I could not refuse her and taking out my penis from the greedy mouth of my mother, put it in the mouth of.

Similar news:

Tanya did not last long, feeling how two people caress her and finished very quickly. It poured out of it. Katya understood everything when the hostess stiffened and froze, emitting a quiet groan, moved up to me, lifted the sheet and said, "Drink it. All so as not to wet the bed.

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