Alloy swinging arm single shock with adjustable dampers.
Front Brakes
Single 310mm disc
Rear Brakes
Single 270mm disc
Front Tyre
90/90-21
Rear Tyre
130/90-18
Seat Height
935 mm / 36.8 in
Dry Weight
138 kg / 304.2 lbs
Fuel Capacity
10 Litres / 2.6 US gal
THE TT600 AND KLX650 represent the latest trend in big trailies
IN 1991. Both are
designed with the intention of being capable off-road and both are conspicuously
free of Paris-Dakar gimmickry. But if their raison d'etre is the same,
their conception couldn't have been more different. While Kawasaki went the
brand new, high-tech route, Yamaha took the recession conscious approach and let
its Italian importers, Belgarda, raid the parts bin.
Finding nothing else suitable, the Italians decided to retain the original
(circa '83) TT frame and merely added some bracing around the steering column
and swing-arm pivot. But for the sake of userfriendliness they ditched the old
TT engine in favour of a kick only XT600K item. Again modifications have been
kept to a minimum. Bigger valves, a less restrictive exhaust, a more voluminous
airbox and modified carburation add a bit more pep but don't fundamentally
change the engine's character.
But if money's been saved on frame and engine development it's obviously been
blown big time on the suspension. Up front there's YZ issue Kayaba 43mm
upside-downers, while at the rear the original TT linkage has been mated to a
WR250 swing-arm and a specially commissioned Öhlins shock. Braking is courtesy
of a biggish 267mm front Brembo and a 220mm Nissin at the back.
Attention to detail is generally good. The tiny frame mounted alloy passenger
pegs are a joy to behold, as is the minimalist instrument console, the braided
front brake line and the shrink-to-fit bash plate. The tank/seat unit and
general ergos aren't bad either. At 935mm the seat is daunting for the
vertically challenged, but at least once you're up there its flat profile gives
a choice of botty location and spares you the inexorable trail bike slide
towards the tank.
There are, however, a couple of serious oversights. The lack of hand
protectors and a push to cancel indicator switch are annoying. And whoever chose
the dinky handlebar mounted tool bag wasn't too bothered about seeing what the
speedo was up to.
Given the bike's specification its no surprise that riding the TT feels much
like being on a higher and slightly pokier XT600 with beautiful suspension and
infinitely better looks. The engine is crude compared with the KLX, the gearbox
is nowhere near as smooth and the clutch needs a pretty hefty pull. But it's a
crudeness that's not without charm. Blap around town on the TT and despite its
bastard origins you its feel you're on a thoroughbred. It's just a little bit nervy, and a touch high
spirited. The brakes bite hard, the semi-knobbly Pirelli Rally Cross tyres
squirm a tad and the forks dive alarmingly under braking. But next to the
somewhat antiseptic KLX full of character and not a bad pose.
The only thing that seriously hampers the TT's urban aptitude is the lack of
an electric starter. Its not an easy bike to start, especially when the engine's
in that twilight zone between stone cold and hot. Out. of town, on anything
resembling a straight road the TT is frankly a pain in the arse. But then name a
real trail bike that isn't. A 50-mile run down the motorway to your favourite
off-road riding area is bearable. Only masochists would want to go further.
Off-road the TT behaves better than a 135kg motorcycle has any right to. Old
the TT's frame might be, but its geometry is essentially right. Whereas the
KLX's front wheel seemed glued to the ground, the TT is much better balanced.
But the bike's forte is its suspension. It floats over ruts and bumps and
refuses to get badly out of shape. It's not a bike you'd want to be up to your
armpits in mud with on a Hampshire trail, but on fast, open tracks it's OK.
Overall then, give or take a few creature comforts, Belgarda has succeeded in
producing a better 'real' bigtrailie than Kawasaki. The problem is, unless
you're incredibly talented, any 600 trail bike is too heavy to be fun off-road.
And if it's not fun what's the point? Which is probably why the Japanese gave up
trying to defy the laws of physics and started turning out tarmac-friendly
Paris-Dakar replicas; and why anybody who is serious about going off-road should
buy something smaller.
Chris Eva
Any corrections or more information on these motorcycles will be kindly appreciated.