Suzuki's RF900R seemed like a
strange machine to launch when it appeared in 1994. The litre-class
sportsbike market was dominated by Honda's CBR900RR FireBlade, and Suzuki's
own GSX-R1100 was a highly developed sports machine, with massive power from
its water-cooled engine. The distinctively styled RF900R with its steel
frame and RF600 looks seemed like a distraction from the GSX-R range
However, when the first bikes
appeared in showrooms, riders were immediately won over by the RF900. It had
a winning combination of flexible engine power, comfortable riding position,
decent handling and capable braking. The 16-valve liquid-cooled engine was
all-new, and it produced its 93kW (125bhp) in a very user-friendly manner,
with a broad spread of power all the way through the rev range.
The steel beam frame was used to
save money over lighter, more sporting aluminium designs, but it is very
stiff, and hasn't made the RF too heavy. The braking from the four-piston
front brake calipers is impressive, with strong, progressive action. The
suspension is rather firm when ridden solo, but with a pillion and a
weekend's luggage it begins to work much better. Handling through twisty
bends is impressive, with easy, neutral steering, good ground clearance and
strong power instantly on tap to pull the rider through the bends.
Used as a fast budget sports
tourer, the RF900 will not disappoint. The large dual-seat unit provides
comfortable accommodation for two, the wide fairing gives good
weather- and wind-protection and
the 21-litre (4.6 gal) fuel tank easily gives 320km (200 miles) between
refuelling stops at touring speeds.
Produced between 1994 and 1999,
the RF was a good seller for Suzuki, however its uncertain identity placed
it between two stools. It did not have the performance to match committed
sportsbikes like Honda's CBR900RR or Suzuki's own GSX-R range, nor the
dedicated touring ability of a large-capacity tourer. Whatever the reasons,
the RF was not replaced by an updated model when Suzuki discontinued it.
The RF900R has one
major downfall, most people do not like the way it looks, I think it
looks OKAY, some love it, most loathe it. But after you get past that
first impression and have ridden the 937cc sports-tourer - opinions
can change quickly.
The RF9 was designed to fill the gap
between Suzuki's all out fang machine, the GSXR-750 and the long in
the tooth GSXR 1100. It fulfils this role quite well and is a far
superior package to the GSXR-11.
On its release the
Japanese company had got a bit carried away with itself, advertising
that the RF9s looks were modelled off a stingray the designer had seen
at an ocean aquarium. Maybe the Japanese are impressed by such
statements, but I think us down here on the flipside just found those
statements a bit corny and ridiculous.
The engine is quite good, it is now
being left behind by some of the better modern engines that are found
lurking beneath the plastic of the ZX9RC and YZF-R1. However, It is
still good enough to out grunt a Fireblade on the dyno.
The in-line 4 cylinder was designed
by Hiroshi Lio who also had a lot of input on the GSX-R series of
He and his team decided that the
fitment of small (for a 900+) 36mm carbs would help preserve low and
mid-range torque while not sacrificing too much top end. The 28mm
intake valves/24mm exhaust valves are also fairly small for the size
of then engine, also for the same reason.
The final drive is quite high for a
bike with a sporty nature, 43/15 is the combination of sprockets.
I would be tempted to add a couple of teeth to the rear for some more
zap as 5th gear is a tad long.
The acceleration that the engine provides is great, easily the equal
of many other bigger engined sportsbikes designed in 1994.
The riding position while not an
armchair ride, is appreciably more comfortable than the GSXR-7.
The bike does have a few vibes coming
through the grips around the 110 mark but these disappear when you
The chassis is a good balance between
comfort and fang modes. On standard settings I would say that its
handling on very rough roads is a match for nearly anything.
The frame itself is painted steel
which is fairly rare these days but does look a little classy and is a
change from the polished alloy that we normally see.
Brakes are fairly good, but not up to
1999 standard when compared to other bikes that are now it's
competitors. The opposition was bested in most areas when the RF900R
was released in 1994, but they have moved on while the RF has stood
Fuel range from the 21
litre tank (16 main, 5 reserve) can be stretched to around 300
kilometres when exercising restraint or can be drained in around 220
kilometres if you let yourself get carried away.
The dash layout is simple and
uncluttered, although how Suzuki's low-spec GSX750F can get a fuel
gauge, while the RF can't, I will never know. The horn is so pitiful
it isn't even worth trying to use it.
Suspension had little adjustment to
offer up the front, preload is the only offering up the pointy end,
while out back you have 7-way preload, step less compression damping
adjustment and 4-way adjustable rebound damping. I didn't really
find that much appreciable difference could be felt between the
settings, unlike bikes with higher spec' suspension.
The suspension does acquit itself
admirably when a few bumps are thrown in to the equation, the RF9
shrugs them off as though they weren't there and instils supreme
confidence in the rider.
The RF does not have the
technological brilliance of the VFR 800, but would well and truly
shame the VFR when the time comes to press on a bit quicker than