2010 BRP Can Am Spyder RT, RT-S Touring Trike Review — Riding Impressions…

25 Мар 2015 | Author: | Комментарии к записи 2010 BRP Can Am Spyder RT, RT-S Touring Trike Review — Riding Impressions… отключены
Can-Am Spyder RS-S

BRP’s quirky ride the touring treatment

If you can imagine the of open-air touring machines a motorcycle at one end and a convertible sports car on the the BRP Can-Am Spyder RT sits between the two.

BRP’s three-wheeler was difficult to pigeonhole it was first unveiled in 2007, but first major spinoff the original RS model reveals a that’s easy to set but difficult to becoming the ultimate long tourer. How do the new Can-Am Spyder differ from the first-gen RS… and importantly, how do they compare dedicated two-wheeled tourers ?

The Tweaking the Notorious Three-Wheeler for

Rather than slapping on cases, a tall windscreen, and it a day, Can-Am set out to modify Spyder from the chassis up for duty. The Y-shaped steel has been reinforced, and the wheels are now inches further apart for

The liquid-cooled 998cc v-twin now slightly more torque (80 which peaks earlier rpm), and slightly less (100) at 7,500 rpm. throttle has been added, the same basic A-arm up front and single rear are retained, along with stability and traction control, and power steering assist. (SM5) or semi-automatic (SE5) offer five forward and reverse.

Three levels are the RT (priced at $20,999), the RT Audio (which comes in at $22,999), and the top of the RT-S (which will set you $24,999.) All three models front storage, side a glovebox and a top case for a total of 155 of storage (10 more than the Gold Wing ), and each can be to a $3,999 trailer for a total of 777 more than the Jeep and Nissan Rogue. The trailer a swingarm-mounted hitch that $499.

All models come an electric windscreen, cruise heated driver grips, and a outlet. The Audio Convenience adds a two-speaker AM/FM system with iPod heated passenger grips, and front cargo release. The ups the ante with two more fog lamps, 5-LED accent shiny trim, and remote suspension.

Swing a Leg Over: Relaxed for the Long Haul

Photo © BRP

aboard the Spyder is easy; the steps onto a foot peg and the other leg over, and the passenger can do the with an adjustable, flip-down The inherent stability of this at a standstill—makes mounts and dismounts

Rear passengers of most types get plenty of room, and can sit or lean against a padded The operator’s posture is more accommodating than the RS’s; are positioned at a near-90 degree and the handlebar has been lengthened to more leverage. All touring get a small electronic display nestled between analog though the optional removable unit—a Garmin Zumo a steep $1,199.

Saddle cushioning is ample, but the doesn’t have the option of a backrest or highway pegs BRP doesn’t want riders their foot away the Spyder’s only brake situated at the right foot.) BRP that this need soon be filled from suppliers.

As for the operator controls, familiar with a motorcycle feel at home in the cockpit; shifter, and foot brake are in the position (though the Spyder a hand brake lever), and the SE5 gearbox ditches the clutch and is on all three models… for more on that transmission, read my Spyder RS SE5 Review .

Can-Am Spyder RS-S
Can-Am Spyder RS-S

On the Road: But Not Always Confidence-Inspiring

Riding the standard Spyder a few adjustments for traditional motorcyclists. For countersteering and leaning must be from your riding But the touring model’s dynamics—at on the units we tested on a several mile ride through Canada—added another dimension of

The RT models weigh 929 lbs dry, 230 lbs than the non-touring RS model. loaded up with cargo and a the RT-S feels less than the RS off the line, and despite the powerband it’s still gutless (and no match for sport tourers like the Concours 14. or traditional tourers the Honda Gold Wing or Vision .)

Odd handling is another to contend with. Our test were setup with the suspension in its softest setting, translated to a smooth ride but handling. Adjusting those requires lifting the bike—not a casual driveway operation.

The rear suspension on the RT-S with the push of a button, but in its stiffest setting the bike inspire confidence: turn-in is and it’s difficult to gauge how input translates to direction Blame overboosted steering, geometry, or the whale-ish amounts of this three-wheeler is forced to on the road. Bottom line: the RT’s disconcerting handling the fun out of direction changes.

Photo © BRP

Straight-line riding requires attention, as the somewhat steering feel can translate to wandering unless you’re focused on the road. I’d gladly some of the Spyder’s plush for sharper handling, which I got a of when I dropped my passenger off and solo for several hours. On a note, the saddle is well-padded and comfortable over the long though riders might to consider one of the three aftermarket available from BRP, as we quite get the right amount of from the stock unit.

Incidentally, BRP brass warned us our test vehicles were not yet for production, and that engineers working to solve the issues the production line opens in 2009—not an uncommon experience testing pre-production units, and one we will be addressed before the RT becomes commercially available.

Can-Am Spyder RS-S
Can-Am Spyder RS-S
Can-Am Spyder RS-S
Can-Am Spyder RS-S
Can-Am Spyder RS-S
Can-Am Spyder RS-S
Can-Am Spyder RS-S


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