2010 Can-Am Spyder RS-S review,BRP

13 Мар 2015 | Author: | Комментарии к записи 2010 Can-Am Spyder RS-S review,BRP отключены
Can-Am Spyder RS-S

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I finally got my opportunity to ride infamous three-wheeler that has everywhere doing a doubletake. Riders Now reviewed BRP‘s Spyder roadster in 2008 the unusual three-wheeler first hit the TRN contributor Perri Capell rode the Spyder then.

two model years later improved handling and more I’m getting my chance to firsthand what all the fuss is

Test riding the Spyder in Arizona.

Many people to compare the Spyder to a trike. In no way it handle like a trike, or a for that matter. With its two in front and one in back, Can-Am is the Spyder a roadster, creating a new category of on-road vehicles.

up to my test unit, which is with a long list of accessories designed specifically for model, the press representative me to throw out everything I know motorcycles and trikes and start a clean slate mentally. To there is no hand brake or a clutch lever. Hmm, ought to be interesting. He tells me to the Spyder by grabbing the handlebars, and stepping with my left on the footpeg, swing my right leg the seat.

It’s easier way because riders not limber to lift their leg up and over the from a standing position can get on the vehicle. Seat height, so for women and smaller-framed riders, is not an with the Spyder since the height to the top of the seat is accessible of the rider’s height.

Demonstrating how to get on the

Ready to ride, with starting on the pegs as I roll on the

The RS-S with its 990cc engine comes standard SE5 transmission and a 5-speed semi-automatic meaning no clutch to engage and no downshifting. The semi-automatic transmission for you. (On the RS version, you have to downshift.) Women who can’t the clutch/throttle action on a motorcycle greatly appreciate the semi-automatic of the RS-S.

I upshift manually by my left thumb on a lever on the that even short can access. Very easy to do, as the of the engine audibly signal you it’s time to upshift, upshifting in a manual transmission There is no fumbling of the gear with your foot, no a gear accidentally, no wondering if the actually engaged—just smooth from one gear to the next via hand shifter.

And a number on the digital dash you know what gear in should you lose count. is sent to the rear wheel via a reinforced belt drive.

the gauges on the part-analog/part-digital dash is a indicator, seen here on the center of the digital gauge.

you press on the brake, the engine downshifts for you through the gears as the slow. I hear a noticeable noise every time the downshifts from one gear to the The clunking seems overly but I guess that’s a good to let me know the transmission is downshifting.

The shifter is identified with a sign.

I downshift manually to this hill, but find the slightly sluggish as the 700-pound makes its way up the grade.

The transmission is semi-automatic and not fully automatic if you want to manually downshift, you that option. I use my left to press on the back of the shift toward me each time I a gear. Manually downshifting in handy when I’m a hill and I need the engine in a gear to gain momentum and

It works quite easily, and reminds me of downshifting in an automatic automobile.

Braking is probably the feature to get used to on the Spyder in there is no hand lever like on a trike. The only is a right-sided foot brake when pressed, actuates a integrated three-way ABS braking I press down hard my toes to bring the Spyder to a

While some decent is needed to press down on the pedal, when engaged the comes to a halt rather thanks to the 4 piston calipers down on each wheel’s disc. Two times I had to brake when approaching an intersection due to a green light and trying to up with my motorcycle-riding buddies. I felt like I’d be from the vehicle coming to that fast.

In fact, I did sense the ABS coming play as the vehicle came to a and firm stop. Sensors each wheel independently and to whatever wheel is at risk of up.

My test model’s footpeg and brake (including the parking on the opposite side) are custom ones, costing $94.99 for the brake pegs and $229.99 for a of the rider pegs and passenger Stock ones are rubberized.

neat feature to have on the that allows virtually to ride it, regardless of size or is the reverse gear, a transmission-based (versus a separate motorized found on some trikes), is in place of a sixth gear. Too bad BRP have kept the sixth and reverse. More on that

You simply put the gear in neutral—this the vehicle is not moving—then press the R on the left hand controls and shift down into Twist the throttle to move the backward. Speed is limited to 12 mph 20 km/h). Forgetting I had reverse to me, I attempted to put my feet down to the vehicle around but realized with the wide profile of the I barely touched the ground and do it.

Thank goodness for that gear, which is easy to use you get used to it.

The parking brake, on the left side behind the is engaged and disengaged by pressing on it hard with your If you forget to disengage it, a light on the dash when starting the

Some pressure is needed to down on the parking brake. My kept slipping off the smooth-surfaced peg, and when doing so, my bashed into the footpeg times. Maybe that happen with the stock brake pedal.

While the position is ergonomically just I had to get used to the more aggressive

The riding position is one I’m not to as a cruiser rider— that is, to lean forward to the flat-ish my feet positioned behind me. If I to tour on the Spyder, I’d the more upright seating that’s available on the touring of the Spyder, the RT. I could install the aftermarket riser that for $44.99 to bring the bars not closer.

Or I could buy aftermarket bars Helibars, which bring the closer. Sportbike riders may this riding position, but for me, the stance of the RS-S lends to short day rides and zipping town. The stock seat on the is comfortable enough for any length of and the generous 7.1 gallon fuel and 30-35 mph average fuel will tempt you to take the out for long jaunts.

The RS-S a special-edition seat with stitching (in this case, and a textured thigh area so legs stayed gripped to the This photo also the black side panel for knees to rest on, a $109.99 part added to the vehicle I was

How Does it Ride?

I press my once to click into gear and twist the throttle, and the Rotax V-Twin moves me quicker than I expect. the large-feeling 700-pound vehicle me, I expected the 990cc engine to slower, but throttle response is and precise partly due to multi-point injection with 57mm-diameter bodies.

BRP marketing notes 0 to 60 mph in 4.5 seconds. I didn’t test but I could see how that is possible.

three-wheeler is nimble, precise and quick, qualities I think those who ride it—and distinguishes it from most With that said, I not keep up with my two riding husband on his Harley-Davidson Road and my photographer on his Honda 600cc coming off the line, but out on the highway in mode it was easy to stay as most of the Spyder’s torque is in the mid-range of the powerband.

Peak is 77 foot-pounds at 6250 rpm. And between a cruiser and a sportbike, the feels more sportbike-ish, 106 horsepower at 8500 rpm, to BRP marketing notes. Redline is at rpm.

Riding between 70 to 75 mph, I the need for a sixth gear as the revved high. It would been nice to have a gear overdrive to slow the down while maintaining but like I mentioned earlier, gear was sacrificed for that gear.

How does it corner? to the dynamic power steering on the Spyder that adjusts the of steering effort required on acceleration speed and steering the Spyder corners quite with absolutely no feeling the wheels will come off the No muscling of the handlebars like a must do on a trike, as most are not with power steering.

The is loaded with features—special listed by acronyms like SCS and TCS that explain how the three-wheeler is in terms of stability and traction If you want to learn more, Spyder’s Web site listed at the end of article.

I liken the cornering to how it to drive a Porsche sports Back in the 1980s, I had the pleasure of a friend’s classic Porsche 911 driven one since) and recall how the felt like it was hugging the requiring minimal steering as the vehicle snakes from one to the next while making its way corners. I remember it distinctly it was so different than your automobile.

That’s how the Spyder to me when moving in and out of traffic.

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

A turning radius allows me to the Spyder sharply, and the “Vehicle System” reduces the risk of control.

The Spyder is built on its own chassis, the SST Spyder (Surrounding Technology), with a swingarm in the anchored by a monoshock that 5.67 inches of travel. suspension is essentially a Double arms that come out the center of the chassis to each of the wheels, forming an A. They built into them an bar that assists in keeping the firmly on the ground.

The coil in front provide 5.67 of travel. Front tire is 154/65R14.

The cam in the rear shock is though I’d leave it to a trained to adjust. Rear tire is 225/50R15.

I was pleased with the very ride. Quite frankly, I know what to expect. I was to front-end wobble, or head as it’s called, as well as transfer from front to tires, both so prominent on On the Spyder, if you hit a bump with one of the 165 front tires, it’s you’ll roll over it on the rear tire because it on a different track that’s between the two front tires.

If the tire hits a bump the front ones missed, the generous rear suspension eats up most of the vibration.

a clear view of the swingarm, 2-into-1 exhaust, and 260mm disc with single caliper.

There’s not much to about the Spyder, as it’s engineered and ergonomically dialed in for a of riders. And you can’t really it to another on-road vehicle there is nothing else it, a fact BRP capitalizes on in its marketing.

If I had to be the gauges overload you with too information. In addition to the digital there is a large analog on the left and a full analog on the right. Directly underneath the speedometer readout is the temperature in a size nearly as big as the mph. glancing down at the dash, have to realize 95 degrees mean 95 mph.

Not sure why the number is that large, and frankly, I’ve yet to find an temperature sensor on any motorcycle that the Spyder’s a motorcycle) accurate, as engine heat the readout.

Among the gauges on the dash is a gear indicator, here on the bottom center of the gauge.

Then there numbers I had no idea about I asked. HRT and HR kept popping up I turned on the vehicle. Hours per trip (how long the been running for that and hours on the unit (for purposes) are statistics I have no to keep track of.

Although a plus: because BRP is a Canadian a toggle switch on the unit it the ability to register speed in per hour or miles per hour, a feature if you decide to ride Canada, or vice versa.

Here’s my shot of the dash with the analog speedo to the of the digital one and the large 95F temperature below the 0 indicating speed.

A 11.62-gallon storage area is by lifting the front hood. I understand why storage is measured in or liters. I’m not going to store in there.

An oversized backpack and riding gear can easily At night, the front headlight reflects off the inside of the white illuminating the area so you can see inside.

up your Spyder: my test has the custom handgrips (fancy rubber) for $34.99, Phantom 6-spoke wheels for $549.99 a and an ultra sport windshield for that looks cool but block the wind much at

The Spyder has a lot of tangible and intrinsic for the pricey $18,799 retail of owning one of these high-end beauties. I don’t feel sacrificing anything in terms of an ride with this Notice I never once the Spyder a motorcycle, because it is

It’s a new concept offering qualities of the ride of a motorcycle, providing many new ones to its own class of being a roadster.

At A Glance: 2010 Can-Am RS-S

Displacement: 990cc

Fuel Capacity: 7.1 gallons

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


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