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YAMAHA XT600 1983/1984/1985/1986/1987/1988/1989
| Yamaha XT600 | |
| Manufacturer | |
|---|---|
| Also called | XT600 Ténéré (reduced effect), XT 600 Ténéré (reduced effect), XT600 2KF, XT 600 2KF, XT600 (reduced effect), XT 600 (reduced effect), XT600Z Ténéré (reduced effect), XT 600 Z Ténéré (reduced effect), XT600K (reduced effect), XT 600 K (reduced effect), XT600E (reduced effect), XT 600 E (reduced effect), XT600K, XT 600 K, XT600 Teneré, XT600Z Ténéré, XT600 Ténéré, XT600 Tenere, XT600E, XT 600 Z Ténéré, XT 600 Ténéré, XT 600 E, XT 600 |
| Production | 1983 - 1987 |
| Engine | Four stroke, single cylinder, SOHC, 4 valve |
| Compression ratio | 8.5:1 |
| Top Speed | 100 mph |
| Ignition | CDI |
| Battery | I2V/12Ah |
| Transmission | 5 Speed |
| Suspension | Front: Telescopic air assisted Rear: Monoshock swing arm |
| Brakes | Front: Single 260mm disc Rear: 150mm Drum |
| Front Tire | 3.00-21 |
| Rear Tire | 4.60-18 |
| Wheelbase | 1450 mm / 57.0 in |
| Seat Height | 890 mm / 35.0 in |
| Weight | 163 kg / 359.3 lbs (wet) |
| Oil Capacity | 2.5 Liters |
| Recommended Oil | Yamalube 10w-40 |
| Fuel Capacity | 28 Liters / 7.3 US gal |
| Related | Yamaha XT600 |
| Manuals | 1987 Yamaha XT600Z S Owners Manual 1988 Yamaha XT600 Z Owners Manual More Manuals |
It could reach a top speed of 100 mph.
Engine[edit]
The engine was a Air/oil cooled, cooled Four stroke, single cylinder, SOHC, 4 valve. The engine featured a 8.5:1 compression ratio.
Chassis[edit]
It came with a 3.00-21 front tire and a 4.60-18 rear tire. Stopping was achieved via Single 260mm disc in the front and a 150mm Drum in the rear. The front suspension was a Telescopic air assisted while the rear was equipped with a Monoshock swing arm. The XT600 Ténéré was fitted with a 28 Liters / 7.3 US gal fuel tank. The wheelbase was 1450 mm / 57.0 in long.
Photos[edit]
Overview[edit]
Yamaha XT 600 Ténéré
First generation: A new categoryXT600Z Ténéré with type code 34L is launched at Paris motorcycle show in October1982. Its first color scheme became legendary: white with a red chain blocks asthe Yamaha brand colors and blue with black chain blocks which was inspired bythe color of the Yamaha Motor France (Sonauto/Gauloises) racing team.The first Ténére brought a lot of innovations to the Enduro segment, like afront disc brake when drum brakes were common, and a progressive mono crosssuspension with aluminum swingarm that featured a long wheel travel of 235 mm.The front fork was a similar high-spec: 41mm, air assisted, with a stroke of 255mm. The engine (a bore-up version of the XT 550) had 595 cc, lots of low-endpower, and delivered 43 hp with a remarkable top speed of 160 km/h. There was noelectric start and only a small head cowl but a huge fuel tank containing 30liters!
Source yamaha-motor.de
Four-stroke single, 598 cc, SOHC four-vhlve with YDIS Front hydraulic disc brake New rising-rate Monocross suspension Large capacity fuel tank, heavy duty dual seat and sturdy luggage rack Dry sump lubrication with oil cooler and separate oil tank behind shockunit Air-assisted front fork with larger wheel travel
n 1983 Yamaha produced the first 600cc singlecylinder Enduro. The XT600Z Ténéré was named after the most difficult section ofthe Paris-Dakar Rally. It started a new trend in Enduro bikes. With its large 28litre fuel tank and long-travel (255/235mm) suspension, it no longer had much incommon with its predecessors, the XT500/XT550. It was in total contrast to theXT500 with its small tank and modest spring travel.This first model is commonly referred to as the 34L model in many countries.It was the first time the MONOCROSS system, well known on motocross models, wasused on an Enduro bike. This transformed the heavy (165kg) Enduro in to aperfect touring machine for motorcycle travellers. The engine produced 43HP witha flexible but extremely strong performance at low engine speeds. The 34L modelTénéré was successfully sold for 3 years from 1983 to 1985.A few small modifications were made in 1985 and this is referred to as the 55Wmodel in some countries but this model is essentially the same as the 34L model.Yamaha XT600 Ténéré, named after the brutal African desert that Paris-to-Dakarrallyists must cross. The Ténéré chassis is basically the same as the statesideXT's, with differences that are mainly cosmetic. Dominant is the 8-gal. gastank, big enough to allow the Ténéré almost 500 mi. between fill-ups. TheTénéré's seat, because of the huge tank, is mounted more rearward, and it usessofter foam. A nifty front fender, featuring cooling slats at the rear,pop-riveted-on mud shrouds and a red-and-blue diagonal slash decal, keeps muckoff the rider. A sturdy luggage rack and plastic tool box take the place of theU.S. model's vinyl tool pouch. Plastic handguards take the sting out of brushingpast bushes and help keep hands warm in cold weather.Closer inspection reveals a myriad of smaller differences. The Ténéré gets athree-tier oil cooler that is rubber-mounted to the left frame tube behind theengine, and that even has its own little air shroud. The oil pickup line ismoved forward on the side-mounted oil tank to a less vulnerable position. Theheadlight/number plate assembly is slightly larger, and the front turn signalsmount differently. The front brake's hydraulic line is routed over the numberplate instead of behind it, and the brake disc is slotted, not drilled as on theU.S. model. Even the cam-snail chain adjusters are different.
Review
For once we can actually thank the French forsomething. If the garlic crushers didn't take their pleasures in such a perverseway we probably wouldn't have the Tènèrè at all. Their lust for breaking bigbikes over long distances combined with their centuries-old domination of mostof North Africa led to the development of the Paris-Dakar desert rally. With amacho-macho image it wasn't long before tough guys in Europe started squealingand stamping their little feet and demanding a replica.
The Tenure actually looks remarkably like the racersthat hammered across the North African moonscape this year. The Frogs even get aversion in the original Gauloises blue color scheme, but they obviouslyconsidered this too bad for the English health, so we get ours in road racingred and white.
The bike is named after a God-awful stretch of emptydesert deep in the Sahara, near the Chad/Nigeria border. Any machine that iscalled after this little hell hole had better have some pretty big guts in it.The Tènèrè has. At a push (so to speak) I reckon it could even complete theParis-Dakar course, though certainly not with moi on board. I toyed with theidea of how it would have been on my Cairo to Cape Town jaunt, but although itwould have been the answer to a prayer on the fast, loose stretches, in the endits weight and unpredictable starting (see later) would have counted it out,despite the fact that it looks purpose built for the job.
This is all very wonderful of course, but has theability to survive the Sahara any relevance to biking in this green and crowdedland? The answer is definitely Yes, so long as you take it easy on the rough.Gentle green laning is a breeze. The 595cc single slogs out great gobs of torquefrom 2000rpm and will pull really strongly from about 2500. With a monstrous 10inches of travel in the front forks and over nine in the Mono Cross, rising-raterear end you can bop serenely on, secure in the knowledge that a tweak on thethrottle at any revs will pull you effortlessly over any Rambler's Associationmember you meet, with only the gentlest of shakes to the kidneys.If you start going for it rather harder it all starts to get a little tooexciting. All that bulk and weight (for a trail bike) means that it needs plentyof manhandling and footing to keep it going where you want it to. If you want totake one on the dirt and go fast you had better start dreaming of wide openspaces. Those hand protectors are purely for show, as if you intend mixingclosely with English hills and trees unless you are both good and strong youmight well end up ceiling-studying in your local hospital.
The XT600Z would undoubtedly make a great loosetrack racer, as can be found in those spaces in Europe or America, as the powerand suspension would mean miles of safe high speed. In England though about theonly places you will find decent stretches of loose track are on what pass forour roads, and this is perhaps where the Tènèrè best belongs.
It makes a triffic roadster for a trail bike. Thefirst trail bike feature I encountered was the lack of electric start: I foundthis out after borrowing me dad's ladder and climbing up for a look. At fivefoot nine (bigger than Napoleon anyway) I found a seat height of 35 inchessomething of a strain, to say the least, but once on board the suspension sankseveral inches, so that I could just touch the ground both sides. Eek, I'mgetting vertigo. To stave off the giddy feelings I concentrated on thekickstarter, which is thankfully linked by a cable to one exhaust valve, therebygiving simple decompression every kick.
Being a child of the electric start age, I regardedall this with some mistrust but it does actually work. Sometimes it would firefirst kick or even when just pushing it round to get past TDC, but occasionallyit would take ten lunges or so before it caught, just at the point when I wasabout to expire. It could just be my lack of technique but I never feltcompletely confident that it would go although it always did in the end.
Once running, it warmed up quickly and would sitduff-duffing with few of the big-single shakes thanks to the balance shaftrunning off the crank. Once on the move I found out that the gearbox is meant tobe all things to all men (and women of course). The first three ratios arefairly low and close together, for dirt donking, while the top two are spacedwider apart. If this was purely a road bike that torque would ensure that youonly needed four ratios at the most, at least before the marketing departmentgot to it.
Yamaha claim 36.2 lb-ft at 5500rpm, and 43bhp at6500 (though see 'Powertrain'). This is a single bhp less than for itsstablemate, the XT600, which is pretty similar but with a smaller tank, and 5bhpmore than for its predecessor, the XT550. This is gained by a 3mill boreincrease and slightly larger carb choke diameters (to 27mm).The head is a four valver, the valves operated by the normal chain-driven singlecam and rocker arms.
They draw from the twin carb arrangement found onthe XT550, with a slider carb operating at low revs and its CV companion cominqin when larger amounts of fuel are required. YDIS, one carb asks. They should betelling us. The system has been around for a couple of years now and seems towork without hitch or surge, so appears to be at least a partial answer to thetwo demands of performance and economy. Partial, because although theperformance is good the fuel consumption was around the mid-forties, about 10mpgless than for the 550. Not very impressive.
The exhaust system was only partly impressive aswell. Twin pipes exit from the head and lead into a single, very efficientsilencer, well hidden behind the bodywork. It's a shame that they couldn'tfinish it in something more durable as rust was already nibbling away at theblack paint and eating into the metal beneath. Never mind, Yamaha, it's not yourproblem now: it's the problem of the punters who bought your product.
The black-painted engine is dry sump, as on the 550,but instead of the oil residing in the frame tube it now has to commute ratherfurther, to an oil tank behind the left side panel. An oil cooler sits above theleft side crankcase to cure any heat problems, if there were any. It seemedcompletely oiltight, except that it was weeping a little around the tappetcovers. Mind you, if I had been thrashed by the biking press so would I.
As I mentioned, there is absolutely loads ofsuspension travel. Following a commuter over what claimed to be a road inKingston I watched him leave the saddle while I tracked easily over the worst ofthe council mayhem. There is plenty of scope for adjustment in the single DeCarbon-type shock, but it copes perfectly if you just leave it alone. That meatybox-section swinging arm running on taper roller bearings rounds off a reallyexcellent rear end.
You can also play around with the air in the frontforks, but they tend to dive, dive, dive whatever you do. Under hardacceleration they wiggle and waggle as the weight rushes rearward and then theytwist and compress as you hit the front disc, leaving your nose closer to thefront monster mudguard than planned. During the two weeks of the test the forksmust have walked further than I did.
Throughout all this the Dunlop tires held on prettywell, although you could make them squirm on the road and they cloggedhopelessly in the mud.Despite all this the Tènèrè handles a treat on the road, whether on fastsweepers or the infield stuff. Weighing 324 pounds with a gall of gas, you canchuck the XT around in a way that would mean rupture or disaster on a biggerfour. I had this point confirmed when following a friendly GS850. While he wasbusy scrubbing off speed prior to laying over 500 pounds down into theroundabout I could chuck the Tènèrè in and boomerang out in some style, so longas I remembered to get the power on early. If I forgot it would tend to flop abit, but apart from anything else it was great fun to flick it round bends andlet the motor slog you out of the turn and heave you off down the next straight.It's redlined at seven grand, and will pull strongly towards it in any gear fromaround the two-and-a-half mark, although as the needle gets past six it startsto lose interest a bit. There can't be much future in over-revving a piston ofthis size, so it's better just to hook up one and tramp on. The mid-range gruntis pretty impressive for a 600 and gives good performance in the area you mostoften use it. Sensible.
Top whack is a needle over the ton, but sustainedcruising is at about 70-80mph, with the engine turning at around the 5500rpmmark. The mirrors will be blurred, but you can see behind you at all revs, butnot necessarily clearly enough to make out if cars have blue pointy bits on top.The front disc makes a good job of wiping off the speed if you get too carriedaway, and is backed up by a competent drum on the rear. Discs on trail bikesseem compulsory now, but this one worked well on tarmac or mud with justtwo-finger pressure, as so it should with only 324 pounds to stop.So there you are, rolling along with that big single chugging away, suspensionsmoothing out all the bumps and a monstrous six-and-a-half gallon tank meaningyou don't have to stop all day. Why then is that contented smile slowlyfaltering and fading after only about 50 miles? Because your bum aches.
The riding position sits you upright in the saddle,with wide, high bars and forward pegs, and the saddle starts to compress and getuncomfortable. This is all the more irritating since if they had made the perchfirmer and more compact they could have lowered that intimidating seat height.The Japs are funny chaps.
The rear footrests get a nice frame loop tothemselves, but the rear seat got a thumbs down for comfort. It would probablyhave been longer if they had not included a very useful little black rackwhich is bigger than you find on some BMWs.
The twiddly bits on the ends of the bars are fairenough, but I was fascinated to see that the light switches are both on the leftcluster, so you can turn off the excellent 60/55W quartz headlight instead ofdimming it. I thought this complaint went out years ago, as did non lockablefiller caps, but they are both here. The plastic filler cap means that you canleave over 10 pounds worth of fuel lying around unprotected. How naff.
The fuel tank, even with a placcy filler, is the bigstyling success of this bike, and there is no denying the handsome lines of thebrute. The knee cut-outs keep your knees together girls before flaring outtowards the forks, so is not obtrusive at all. Mind you, you remember it's therewhen you are about to drop it on the dirt. The figure of £229 to replace itshould concentrate your mind wonderfully. It's the big crowd puller though, thatmakes people stop and come and ask you about it, and kids run outat traffic lights, risking death by artic, to get abetter look. Even if they don't recognise what it is supposed to be at leastthey notice it.
At the moment Yamaha have the Paris-Dakar scene tothemselves, although it looks like being the next area of development for bigsingles with machines on the way from several manufacturers, including Honda andSuzuki.
Until they appear the Tènèrè stands tall on its own(about 40 inches), and it's a fine machine. It proved to be an excellentcommuter, getting me to work in an unusually relaxed state. In fact it can dojust about anything you want it to, bar very high, very high mileage trips, andgives the impression that it could survive just about anything that passes underits wheels. At £2015 it's not cheap by any means, but what I most liked about itwas its ability to back up its mouth. It looks like it could cross the wholecontinent of Africa, with its bad tarmac, dirt and sand, and I reckon it could.You can't ask more than that.
Source Sport Rider
Yamaha Xt 600 Owners Manual
| Make Model | Yamaha XT 600Z Ténéré |
|---|---|
| Year | 1983 - 84 |
| Engine Type | Four stroke, single cylinder, SOHC, 4 valve |
| Displacement | 595 cc / 36.3 cu-in |
| Bore X Stroke | 95 x 84 mm |
| Cooling System | Air/oil cooled, |
| Compression | 8.5:1 |
| Oil Capacity | 2.5 Liters |
| Induction | 27mm Dual stage Teikei Y 27 PV carburetor |
| Ignition | CDI |
| Battery | I2V/12Ah |
| Starting | Kick |
| Max Power | 46 hp / 34 kW @ 6000 rpm |
| Max Power Rear Tire | 38.0 hp @ 6000 rpm |
| Max Torque | 4.5 kgf-m / 51 Nm @ 5750 rpm |
| Transmission | 5 Speed |
| Final Drive | Chain |
| Front Suspension | Telescopic air assisted |
| Front Wheel Travel | 255 mm / 10.0 in |
| Rear Suspension | Monoshock swing arm |
| Rear Wheel Travel | 236 mm / 9.2 in |
| Front Brakes | Single 260mm disc |
| Rear Brakes | 150mm Drum |
| Front Tire | 3.00-21 |
| Rear Tire | 4.60-18 |
| Dimensions | Length 2210 mm / 87.0 in Width 890 mm / 35.0 in |
| Wheelbase | 1450 mm / 57.0 in |
| Seat Height | 890 mm / 35.0 in |
| Wet Weight | 163 kg / 359.3 lbs |
| Fuel Capacity | 28 Liters / 7.3 US gal |
| Consumption Average | 59 mpg |
| Standing ¼ Mile | 14.4 sec |
| Top Speed | 100 mph |
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