CAN-AM SPYDER RT - Cycle Torque

Three wheel sTarship
CAN-AM has responded to the masses,
introducing the Spyder RT Roadster
touring model. its luggage capacity and
electronic gadgetry rivals any twowheeled
tourer on the market, although
it’s an altogether different experience to
ride.
The RT Roadster is joined by the RS
(Roadster Sport) which has a much
sportier riding position and a lot less
of the ‘fruit’ which the RT boasts. Base
price of the RT is $32,190 and goes up to
$41,590 for the full fruit semi-auto.
Cycle Torque has sampled Can-Am’s
Spyder a couple of times now but we
were keen to test the new RT, because of
its updates but also to see how it would
stack up against bikes like the Goldwing
and BMW’s K 1200 LT.
Can-Am obviously knew that to appeal
to customers who might normally look
at the aforementioned two wheeled
tourers it would have to come out with
all guns blazing, offering just about every
conceivable option you’ve ever seen on
a bike. Many riders of the luxo-barge
tourers are advanced in years and the size
of such bikes can cause difficulties with
low speed manoeuvring, especially twoup.
One thing the Spyder offers is total
feet up riding. As a result balance should
never become an issue with it.
in the garage
The heart of the well appointed three
wheeler is a 1000cc Rotax V-twin engine
(Can-Am’s parent company is BRP, which
incidentally owns Rotax).
On tap is 100hp from the fuel-injected
donk – with fly-by-wire throttle – and
final drive is by belt. You can opt for
the manual five-speed gearbox, or the
semi-auto five-speed which is actuated
by thumb and index finger. Reverse gear
is easily actuated and you’ll need it if you
park nose in.
There’s so much under-skin framework
and electronics that it could almost
be a car. The size and design of the
vehicle dictates the chassis, and modern
technology such as the traction control
and creature comforts dictate metre after
metre of wiring and computers.
There are so many safety and comfort
features on the RT Roadster we couldn’t
possibly cover them all in detail here. In
an attempt to keep you as safe as possible
there’s the Stability Control System which
automatically alters power and braking
if the RT becomes unstable; ABS brakes
which need no real explanation, and
traction control which changes fuel and
ignition settings to reduce power when
needed. The traction control settings will
also accommodate your riding if you
have the optional RT-622 trailer fitted,
once it gets through ADR-requirements.
On the comfort side of things you
have the very plush leather seat, electric
windshield, heated hand grips (the
passenger has their own controls for the
heated grips which sit either side of the
pillion seat), stereo (which gets louder as
your speed rises) with iPod integration
and enough luggage space that if it’s not
enough maybe you should be driving a
minibus. Besides the obvious panniers
and top box there’s a front luggage area
and one just in front of the rider. All up
155 litres. If you have the trailer there’s
over 700 litres available.
It’s a very pretty machine. Everything
is contoured and the whole body design
flows, and it certainly has a presence on
the road.
ride impression
For a rider around the six foot mark
or taller the riding position is a little
cramped. There’s plenty of leg room
but we tended to feel we were pushed a
little too far forward, making you slump
as you grabbed the ’bars. It’s a personal
thing and totally dependent on your own
physical makeup. Footpeg positioning
was spot on, and pillions get footboards.
Our pillion found the rear seat and
backrest quite comfortable.
Firing up the engine has a muffled sound coming from the
space-age looking pipe, but at least you know it’s a healthy
V-twin powering you along. The gauges give you all the
information you need. Essentially it’s the same as a car – trip
meters, fuel gauge, stereo details, outside temperature, gear
indicator, time etc. If you can’t find it here then you probably
won’t need it.
Power steering is standard, so low speed manoeuvring is
very easy. We picked up the Spyder from BRP’s headquarters in
Bankstown on a Friday afternoon, so it was straight into peak
hour. At first it can be an intimidating machine to ride, but so
are any of the big two-wheeled tourers, especially at low speeds.
It’s more about the size and steering, not anything to do with
balance. This quickly goes away though as you get used to using
the linked brakes (no front brake lever, the foot pedal operates
them all) and the slightly quirky steering which you tend to
continually overcorrect until you become accustomed to it.
Power wise the engine feels a bit flat down low if you are
lugging it in too high a gear, but get it revving and it accelerates
quicker than you would expect something this size and weight
(dry 421kg) to do.
Not all electric windshields work that well but this one does.
From fully down to bolt upright it was spot on, allowing you to
keep your visor open the whole time. Buffeting was minimal,
and the control on the left handlebar easy to reach.
in the corners
Of course lane splitting is a no go but after we left the traffic
snarls and freeway (the cruise control was great on the freeway)
we were onto a beautiful set of bends. This is where you’re most
likely to experience the stability and traction control systems
doing their jobs. It’s also where you’ll start to find you need
to be fairly physical with the steering if you want to ride in a
spirited manner. It’s very much like a quad bike to ride, you
steer in the direction you want to go and lean off the inside
while you’re doing it.
We encountered some wet bends and the extra foot print of the
three tyres made it a blast to ride, allowing you to wag the tail out
just a little, all the time feeling confident in the bike’s ability to
cope with the conditions.
You do need to adjust your style of riding to suit the Spyder. A
couple of times I came into a bend and braked firmly, causing the
bike to want to run wide. I soon realised this was because of the
linked brakes. So a change of tact, brake before you enter the bend
and release as you are steering, just like you do in a car.
The other idiosyncrasy which takes a little getting used to is
the stability control. If you go through a corner fast enough to
14 - APRIL 2010 Can-Am didn’t have to look far for the
APRIL 2010 - 15
Dash is as comprehensive as a car’s.
Rotax engine. It’s in the family.