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you can still feel its supersports DNA – it never really relaxes, it’s always busily buzzing away and you often find yourself searching for another gear when you’re already in sixth. It’s not as bad as the Fazer’s motor and you soon get used to it, but more grunt and less revs would make the XJ6 Diversion even better. As it is, the engine is still impressive, while the new, smoother-action clutch and gearbox help the job along.
JA<= 9F< @9F<DAF? WITH its low seat and narrow fuel tank, the XJ6 Diversion is very easy to get
on and ride – whether you’re short or tall, on your own or with a pillion. On the move there’s zero vibration felt from the engine, while
‘It’s easy to ride whatever your size, with or without pillion’ around town the Divvy is agile and easy to navigate through traffic. The steering lock is pretty handy and the wind protection from the half fairing is good, too.
Although very basic (only the rear shock is adjustable for preload), the suspension does a good job of keeping the Yamaha on the straight and narrow – even on some of the seriously bumpy roads we came across in the Aussie outback. Of course, if you push very hard you can find the limits of the chassis quite quickly, but for the most part the Yamaha is stable, corners easily and is easy to ride in any conditions.
equipment. It has a centrestand as standard (a neat piece of design, considering the underslung exhaust), a multi-function LCD dash and preload adjustment for the rear shock. Handlebars are adjustable back and forward by 20mm and there’s an ABS version (not tested here) for £300 extra. Yamaha accessories include crash bobbins, tank bag, backrest, panniers, top box, engine guard, tank pad and rack.
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FOR a budget machine, the XJ6 Diversion is well designed, well thought-out ;gflafm]k gn]j
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