Yamaha XJ 600 Seca II

The Seca II combines some of the best features of its rivals: a half-fairing like the Kawasaki EX500's. styling resembling the Suzuki Bandit's, and an air-cooled, two-valve-per-cylinder motor that is easy to work on like the Suzuki GS600's.

But Yamaha went one step better. Where its competition uses 400cc inline-Four or 500cc parallel-Twin engines, the Seca boasts a 600cc inline-Four. That displacement advantage becomes apparent the moment you thumb the starter button. At low rpm, its twin mufflers emit a throaty growl that sounds like that of a literbike or a small sportcar. Our production test bike liked a lot of choke in the morning, but once it was warm it ran fine: there was not a hint of carburetion glitches.

Power delivery is linear all the way to its 9500-rpm redline. with the strongest midrange and top end of these four. The engine is a tad buzzy at low and high rpm. but calms down at highway cruising speeds - 65 mph translates to 5000 rpm in sixth gear. That vibration mav have contributed to the one minor problem we had with our Seca: The ignition switch came adrift. Buyers would do well to make sure the two bolts securing it are light.

Cruising is made comfortable by the riding position, roomy even for six-footers, with a broad, softly padded seat and a wide tubular handlebar. The stylish half-fairing with slotted windscreen deflects wind off the rider's torso, with little buffeting at helmet level. Footpegs are low offering plenty of leg-room yet only slightly compromising cornering clearance.

The Seca's motor is rubber-isolated at two of its four mounting points, providing a compromise of vibration control and rigidity. Exhaust headers crisscross to match the engine's firing order for optimal gas-flow. Cam and crankcase covers are "streamlined" for better cooling.

Suspension at both ends is compliant, but the rear shock spring could be stiffer - even our lightest tester liked the spring-preload cranked all the way up. Heavier riders or those who carry a passenger—something you'll be tempted to do with the Seca's expansive passenger perch and padded grabrails—may desire a stiffer shock spring.

Single disc brakes at both ends offer plenty of stopping power, provided you give the span-adjustable front brake lever a healthy tug. The 110/80-17 front and 130/70-18 rear Yokohama bias-ply tires provide good traction, though we felt the front tire's profile contributed toward making the Seca the heaviest-steering bike of the bunch. Still, its Superbike-style handlebar gives the rider lots of leverage, and at 422 pounds dry the Seca is easily flicked from side to side.

Owners won't outgrow it in a year. It's also arguably the best looking, combining modern bodywork with an elemental tubular chassis and an attractive, exposed engine.