FJS600 and FSC600

What is the difference between the FJS600 and the FSC600

I believe the J refers to the Japanese model.

A couple of things from what I have seen. One being side relectors, red on the back and amber on the front fender on the FSC600 and don't forget about the lack of a power outlet on the FSC600 model. Could be a bunch more.

The FSC600 is the North American version of the FJC600. The FJC comes equipped with the power outlet in the left storage compartment, the H.I.S.S security system and wired marker lights in the headlight housing. Also the Asian-market FSC has 35 gm variator rollers.

Probably other differences also, but these are the differences I'm most familar with.

Tim

As far as I can tell looking at the microfische etc, the main differences are cosmentic and like a lot of bikes produced by Honda, they are given different designations in different markets, because of slight variations in specification. Over here in the UK its listed as the FJS 600 Silverwing, which made it a bit odd the first time I searched ebay in the US, not realising that it was listed as the FSC 600 over there.

For example my 1983 Silverwing is designated in full by Honda UK as 'Honda GL 650 Silverwing - D2E', the same bike in Japan and the US is listed as 'Honda GL 700 Interstate'. Oddly enough the engine is neither a 650 nor a 700, its a 673

in Italy, in Europe version FJS is commercialized

I have a FJS600, a german FJS600 Servicemanual with a very bad quality and therefor i bought also a FSC600 Service Manual in good quality.

The (technical) differences i can see on first look:
FSJ600 have a immobilizer System (HISS) thats not installed in FSC600
FSC600 have a evaporative emissions control system that is not installed on FJS600.
FSC600 have reflectors on front shock absorbers, FSJ600 don't have this.
My european FJS600 have also a power Outlet in the left box, i think your US FSC600 don't have this

Thats what i'm seeing on the first fast look to the books...

Another small but obvious difference is the UK FJS and US FSC 600 will have their speedometers in mph, and the European and Australian FJS in km/h.

Of course, UK Models (and all others which are driving on the wrong side) will also have another Headlights

Cosmic_Jumper mentioned 35g sliders in the variator for Asian markets. Would this give those SW better fuel economy? or just slower, more gradual starts?

Simple: Lower RPMs, slower acceleration and because of less RPMs also better fuel economy

Not so simple: Complete different shifting behavior, you have to test the effect...

Is it possible to get those 35g sliders in the US?

I'm in germany, but: Yes, why not?
Measure the dimensions of the original roller (i don't have it in mind) and go/surf to the next Scooter shop and order Rollers in that dimension with the wanted weight...

Not only Honda have this parts, i think you can get this from nearly every tuner like Malossi or Polini etc

I exchanged a few email with Paul Wu with DrPulley and he has confirmed that the FJS600 comes with 35g rollers at least in Japan.

On a post in silverwing.org, some where talking about lower rpm's using DrPulley's slider weights as opposite to the roller weights, and according to Paul, the rpm's will be a bit lower with their 28g sliders compared to the stock 28g rollers.

I'm thinking about going with the 32g or 33g sliders to see how it increases my fuel economy; I ride the SW to work every day and in the state where I live, a fast start is not my priority as bikes are not allowed to lane-split and move to the front of the traffic at red lights anyway...

I found another difference:
FJS600 have a switch for the lights that the FSC600 don't have

Indeed! One of those crazy EU suggestions that the manufacturers took up.

BlackFly wrote:

I found another difference:
FJS600 have a switch for the lights that the FSC600 don't have

Blackfly, can you tell me where the switch is please. My headlight comes on when I switch on the ignition.
Mine is an FJS600 (2008)
Cheers,

The older scooters were fitted with a light-switch.
My 2002/3 X9 had one but my 2005 X9 didn't although the blanked-off hole was still there. Blackfly's is a 2001 - before the EU thing came in.

I can't say for sure in this situation, but in some countries daytime running lights are an option, so a switch is necessary.

It's an option in Europe but the twats in Brussels (EU centre of operations where all the MEPs ride the gravy-train) put forward the idea of making it compulsory to have day-time lights.
The manufacturers either couldn't read properly and thought it had been passed into Law or thought they'd save money by not fitting a switch and hard-wire the lights.

At least it saves you from forgetting to turn them on. I have always ridden with dipped lights on during daylight hours. Sometimes my mate had to remind me to switch them on. Not anymore with more modern machinery.

Cheers,

MikeO wrote:

but the twats in Brussels (EU centre of operations where all the MEPs ride the gravy-train) put forward the idea of making it compulsory to have day-time lights.

We have had compulsory DRL's (daytime running lights) for 25 years in Canada. Initially, the reaction was the same as yours. But after quickly getting accustomed to them, one realizes how much easier oncoming traffic is to see.
On the rare occasion that an American resident drives here without DRL's, you quickly realize how beneficial they are.
It's a good thing our twats in Ottawa got it right on this one, for once.

One big difference is that the model over here has an S in the name, and no J. Overseas, you guys get a J, but are deprived of an S.

Sweendog wrote:

One big difference is that the model over here has an S in the name, and no J. Overseas, you guys get a J, but are deprived of an S.

So there isn't an 'S' in 'FJS' (I think you need to be more accurate when hitting the keyboard - try one key to the right and down a row!

Cheers,

moreover the fjs600 has a tmode button, and it has some kind of an exhaust restriction valve

I like the idea of 'lights off' when starting up (more power available to the battery). However, forgetting to switch the lights on before setting off is a concern. I think I've forgotten maybe twice in 3 years. I've now made it part of my mental checklist.

abdullahb wrote:

moreover the fjs600 has a tmode button, and it has some kind of an exhaust restriction valve

Tmode button? Where exactly is that button on the handlebars, because in eight years of FJS ownership I never found the button or used it. In fact I've no idea what Tmode is either.  

The most easily distinguishable differences between a FJS, and a FSC Silver Wing were the FJS models had a 12v socket inside the left glovebox pocket, and were fitted with the Honda HISS immobiliser.

The FSC models didn't have either of those features, and my FSC Silver Wing Factory Service Manual has no details on them.

sorry for the double pics

as ive seen and compared, the exhaust headers on the american or non T-mode version is bigger and the exhaust is less restrictive! so what they basically do to the FJS600 is install the regular (us) exhaust and BAMM! thing goes fast!

Gee, I just happen to have a used, undamaged FSC600 exhaust header pipe set hanging in the shed. You’re welcome to it but I’m afraid the shipping & handling to Lebanon will be prohibitive.

Just curious too, does the T-mode switch you show activate that gate valve motor when you activate the switch —whenever you activate the switch? Or maybe your switch simply turns ON a circuit in the ECM and its the ECM which determines when that gate valve come in to play?

It sure would be nice to know more about how this gizmo works.

If/when you get in to the thick of this it would be nice to know the wiring color codes for the T-mode switch itself and also the wiring color codes on that gate valve actuator motor you mentioned.

Tim

i wish man! it wud be cheaper to get it from lebanon! but thanks a lot anyway man....really appreciate it...can you however take some some close pics of it?

abdullahb wrote:

...can you however take some some close pics of it?

Close pics of where?

Did you notice the update/edit to my post? It may have slipped by as I was doing the edit while you were making your post.

yeah i just saw it.... dont know exactly for sure... next time i visit my mechanic ill let him take out the side plastic above the exhaust muffler and turn the switch on and off to check if its mechanical or electrical

Somewhere on the forum or in old notes there was a pin out diagram of the early JDM ECM which had T-mode. Since it wasn’t a complete wiring diagram we couldn’t determine what wire connected with what component.

So if your mechanic could further our information by telling us the color codes of the wires on your T-mode switch as well as the color codes of the wires associated with that actuator motor it would be a big help.

Prior to this we were under the impression that T-mode only triggered a different circuit in the ECM which slightly altered ignition timing and added more fuel. Now all you need do is add a “Boost” box or otherwise modify the Intake Air Temperature Sensor (IAT) to do something like that.

usually...mechanics here are uneducated and just work by experience...so he wudnt be able to help you in that area..
but he was really sure about saying that if u remove the tmode thing... it will be a beast! like doing burnouts n **** like that!..i have a vid of my swing but on a little incline

something about my vid format! cant be uploaded here

youtu.be r-UNx7kN5Rs

Cosmic_Jumper wrote:

Just curious too, does the T-mode switch you show activate that gate valve motor when you activate the switch —whenever you activate the switch? Or maybe your switch simply turns ON a circuit in the ECM and its the ECM which determines when that gate valve come in to play?

It sure would be nice to know more about how this gizmo works.

Tim

Tim, from: https://japan.webike.net/HONDA/Silver+Wing+GT400/13531/m-spec/

Silver Wing 400, which gained support from the 30s and 40s, with the presence of presence styling and powerful running, performed the first full model change since its debut in September 2001.Naming was born again as Silver Wing GT 400.The engine maintains the basic configuration of the water-cooled DOHC 4 valve parallel 2-cylinder as it is, to review the cam profile, ignition timing, injection setting, adding 1PS to the maximum output without sacrificing the usual characteristics.By pushing the switch on the left handle part, the original "T mode" which continues to increase the low and medium speed torque by changing the ignition timing and the fuel injection amount is also continued.At the same time it cleared the exhaust gas regulation by equipping the exhaust O 2 sensor and the dual core catalyzer, it also improved the environmental performance by about 7% improvement of the local fuel consumption.Discontinued tandem 2-lamp headlights that were also distinctive in exterior, redesigned into an orthodox form adopting left and right independent 2 light heads

Easyrider wrote:

Cosmic_Jumper wrote:

Just curious too, does the T-mode switch you show activate that gate valve motor when you activate the switch —whenever you activate the switch? Or maybe your switch simply turns ON a circuit in the ECM and its the ECM which determines when that gate valve come in to play?

It sure would be nice to know more about how this gizmo works.

Tim

Tim, from: https://japan.webike.net/HONDA/Silver+Wing+GT400/13531/m-spec/

Silver Wing 400, which gained support from the 30s and 40s, with the presence of presence styling and powerful running, performed the first full model change since its debut in September 2001.Naming was born again as Silver Wing GT 400.The engine maintains the basic configuration of the water-cooled DOHC 4 valve parallel 2-cylinder as it is, to review the cam profile, ignition timing, injection setting, adding 1PS to the maximum output without sacrificing the usual characteristics.By pushing the switch on the left handle part, the original "T mode" which continues to increase the low and medium speed torque by changing the ignition timing and the fuel injection amount is also continued.At the same time it cleared the exhaust gas regulation by equipping the exhaust O 2 sensor and the dual core catalyzer, it also improved the environmental performance by about 7% improvement of the local fuel consumption.

Restricting exhaust flow will improve torque at lower RPM's and noise. Many different standards with each country for testing but it must pass to be certified for sale. Depends on the test standards.

Many newer bikes have different ride modes just a push of button.

My long gone Suzuki RMX 250 and Yamaha WR 426 had throttle stops that only opened half way to pass some kind of noise issue. 10 minutes later and a hacksaw that was not a problem.