Naked conversion rearrangement: new, simplified dash constructed; exhaust wrap fitted near collector and silencer; ‘built not bought’ stickers fitted.

Current odometer reading: 0 miles/kilometers (new speedo fitted).

Existing Diversion ‘S’ clocks and chipboard arrangement was looking tired, was heavy and always seemed loose when riding. It was decided to rethink and reconstruct the naked conversion. It was also decided to fit exhaust wrap to where the custom silencer-meets-4-in-1-exhaust system, in order to protect the leg from scalding temperatures when riding with shorts or thin polyester trousers. ‘Built not bought’ stickers fitted to both sides of bike, owing to the fact that the bike has been substantially rebuilt.

An ABS plastic project enclosure (considerably smaller than the dash designed for the half-faired Diversion ‘S’ model) was obtained, as was a new (analog – gear-driven) speedo featuring an inbuilt odometer (km and km/h only). The existing Diversion ‘S’ dash was dismantled, and the tachometer cut out from it. It was decided to retain only the neutral indicator light and the indicators’ dashboard light. All other lighting was removed. Suitably-sized holes were cut into the project enclosure to accommodate the old tachometer and the new speedo, and the neutral and indicator dash lights. A new clear 3mm thick acrylic disc was procured, and holes drilled into it and blackening around the border (underside), before it was fitted over the tachometer part with screws (the speedo side didn’t need this as it was already enclosed and waterproof).

The parts were wired up and the project enclosure fitted to the headlight top bolts by means of basic 90-degree steel brackets. All tested and working. Good, symmetrical and even appearance of new dash enclosure considered to perhaps make the headlight look shabby, chopped-out and out-of-place.

To do:

  1. Fit markings to enclosure box to indicate 10mph, 20mph, 30mph, 40mph, etc.
  2. Obtain new standard, round headlight or think of a way to enclose the old one’s top and sides.
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Chain replaced

Current odometer reading: 54599 miles.

Sudden deterioration of existing drive chain (very tight spot) necessitated replacement. New DID Standard Roller Chain (520-110) purchased and fitted.

New horn fitted; new braided steel brake cable fitted (front)

Current odometer reading: 54291 miles.

Strange chafing damage noted to outer coating of braided stainless steel brake cable that was fitted last year. Horn had also stopped working (testing revealed a probable break in the wiring loom somewhere).

Horn replaced with a very much louder generic type, which is now wired directly to battery using new mains-type cables to minimise loss of current. A new custom braided steel brake cable was ordered from OHA (UK), to fit the altered setup perfectly (custom specs: 1000mm in length; 20-degree-bend banjo bolt at either end of cable; black in colour outer coating). New cable fitted with new copper crush washers. Brake completely bled with new bottle of DOT4 brake fluid (seal broken on same day of use). Tested and working.

 

FZ600 side stand fitted; bar risers fitted; low flat handlebar fitted; new mirrors fitted.

Current odometer reading: 53930 miles.

4cm longer side stand (from a Yamaha FZ600) sourced and fitted, to compensate for the raised ride height from the CBR600 shock. New handlebar fitted for better handling and reduction of shoulder cramping effect. Better, more robust steel mirrors fitted.

Rear shock replaced with CBR600 shock

Current odometer reading: 53100 miles

Original XJ600S rear shock was in very poor condition, and the preload adjuster was irretrievably seized (note damage caused by C-spanner in photos). A Honda CBR600 (unknown version) shock in good condition was therefore procured. The replacement shock’s mounting points demanded M10 bolts. However, the XJ600 mounting points were for M12 bolts. Accordingly, the CBR600 lower shock mounting holes were drilled out to accommodate the XJ600’s high-tensile M12 bolt. Note that the high-tensile bolts affixing the standard shock on the XJ600 are marked ‘9’, denoting that the durability/shear resistance of the steel used for those bolts is Grade 9. The upper CBR600 mounting hole could not be drilled out as it was part of a bearing collar-inner race. Therefore a new M10 bolt was procured to fit this to the bike’s M12 mounting points. To compensate for the reduced strength of a narrower bolt, an extra strong high-tensile M10 bolt of the correct length was procured. The new bolt is Grade 10.9. The lower mounting point was supplemented with appropriately sized washers to fit into the XJ600’s shock mounting point on the swingarm.

The replacement shock was approximately 15mm longer than the original shock. This had the effect of raising the back end of the bike a great deal. The centre stand still works, although it’s unstable and does not suspend the rear wheel above the ground to allow it to spin freely, unless a 20mm wooden board is placed underneath it. The side stand still works, although it’s being used with boards underneath it as a precaution, pending such time as additional steel section can be welded to the side stand to extend it and reduce the bike’s lean angle when standing. The replacement shock was tested abd was found to offer a great deal of improvement in handling. The rear wheel no longer slides and spins when it hits small road surface bumps under acceleration, nor when the bike is being ridden out of corners.