Hi I have joined just to contribute to this thread have had 3 XL600R's over a span of 23 years. They are great bikes . My current one is a 1984 model with a dyno jet kit and a super trap muffller it has 16000 miles on it and runs great. In fact I just purchased a 2008 KLR and the old Xl will out torque it out accelarate it and is just a lot more fun to ride and fun is what it's all about. Does anyone have a dyno graph on the old Xl,s I would like to compare it to a KLR?
No, but is has 32 rwhp...if your lucky, but the torque is where its at on the RVCC motor. heres my 1996 XR600R SM...it bakes a lot of current 600cc Supermotos.
it's probably easier to just find a complete front end including triple tree and find some head bearings that will fit the combination...you're probably going to have a hard time finding inverted shocks that will fit into the opening...like 40mm or some such IIRC....cool idea though ...hmmm one more damn project...
Here is dyno graph for my -84 XL600r (DP03) - Engine rebuild, new bearings, 101mm piston from wiseco - Laser Produro muffler (offroad model). - Stock head/valves/cam. - Airbox modified. Things i change after this run... - Too small jets in both carbs, later install bigger jets -> better high end. - Faulty ignition -> new ignition system -> better over all. And offroad tires loose some hp in dyno...
thats the idea change the trees -- but i was wondering if anyone knew what combination would fit ? (i'm a bit lazy )
Triple tree from Honda FMX650... Or maybe from XR650R... There is even chance that FMX650 ignition/steering lock will work with XL600r frame? Im not 100% sure about it, but http://www.sudco.com/sbhon.html helps...
I have an '86. I love it. Here's a link to a Cycle World road test of an XL600 from Sept 1983. XL600 Road test
Here's my '87, 2 years ago: with a 25 liter Acerbis tank. This spring i retired her with 60.000km on the clock. I don't plan to rebuild her as it's the Austrian tax-saving model with only 500cc's and buying a german engine and carbs would be too much of a hassle. The XL now lives on in my NX650 project: I ditched the fairing and installed the XL's high fender, mask, light and cockpit. I'll also transfer the right side of the XL's engine to get a kickstarter (only the first two Domi years had those). If everything works out, I'll have a NXL 650 in fall.
Here's my '86. Not much to look at. Engine was rebuilt about five years ago, but I've only put about 3k miles on since then. I had the infamous bad CDI cut-out problem, and couldn't figure it out. I read about it somewhere, replaced the CDI, and its ran beautifully ever since. Only engine mod is a 10.5:1 piston. Here is my most recent upgrade. The disk is an EBC from Motostrano. The disk bolts right on, but you'll need a '93 and up caliper and the pins that the caliper slides on. I got one from an XR650L.
Hey JStory, thanks for posting the pics of your bike and the details on the oversize brake. I am in the middle of (slowly) rebuilding my '86 XL600R and was looking for a brake upgrade. Time to search Ebay for a newer caliper...
Here's mine. My first bike, so it's kind of special you know. I found it in town last Sept, traded my (wifes) jeep for it. It had 11,300 miles on it and a new stator. Managed to put 700 miles on it in 4 winter months on our small island with no where to go but from one end of the road to the other. It's off the road right now waiting on gas tank work, it got a dent in it . For the upside down fork conversion check out the forums at http://www.4strokes.com/ .
Try this one. http://www.advrider.com/forums/showthread.php?t=254302 Yeah, it's mine. But seriously, if they are running they can be picked up from $1k up to $2k. I've seen them fully restored go for as much as $3500.
friend of mine bought a XLRM (noticed the M ) for less than 300euro. he's rebuilding it coz for this price it isnt shiny..... I saw the double carb yesterday eve and I was wondering the purpose of it. As we dont do it anymore. any idea ? /thierry
Big singles have the problem that with huge intake diameters, you will either have weak low-down response or not enough top-end power. A single carb might produce good power at full throttle, when gas velocity is high, but may stall at low rpms when you whack the throttle open. To overcome this, Honda designed the RFVC engine with radial valves, a centered spark plug and two carbs, opening one after another. The same concept was used on the early XRs and on Yamaha's XT600 (with a joined floatbowl, IIRC). Gilera's big single (Nordwest/Northcape) had the same system. In short, it didn't really work. Comparing the RFVC-XL600 with the earlier XL500, the older had far more low-end power and there wasn't a lot of difference at full throttle. Another solution is the use of pumper carbs, who squirt a small amount of fuel directly into the intake to avoid a lean mixture when the throttle is suddenly pulled open (basically, the inertia of fuel is higher than that of air, so opening the throttle fast will result in the fuel coming a bit "late"). Hope this is somehow understandable.
