The American Motorcyclist Association
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Spyder 2.0: Can-Am refines, simplifies Spyder Roadster

Posted July 10, 2009 Email Print this article Print

By Evans Brasfield

Taming the beast: Tech is key to three-wheeled prowess

While the Spyder’s Y-shaped stance is significantly more stable than a motorcycle when standing still, any three-wheeler is at a disadvantage when cornering compared to cars, which have more traction, and bikes, which can lean into the turn to combat centrifugal forces.

To overcome those areas, Bombardier Recreational Pproducts (BRP) engineers have turned to technology.

The Vehicle Stability System (VSS) helps the rider maintain control of the Spyder as varying limits are reached. The first component of the VSS is the Traction Control System. If wheelspin is detected, the system compensates by first cutting ignition and then applying the rear brake.

A Bosch Stability Control System handles cornering issues. Once the system detects the onset of wheel lift or a slide, the ignition is initially cut. If the condition continues, the system applies braking pressure at the appropriate level for each wheel independently.

The Can-Am Spyder rolled onto the scene a year ago, introducing a new class of three-wheeled vehicle that the parent company, Bombardier Recreational Products (BRP), termed a roadster. Borrowing design cues from sport-touring bikes, and running the two wheels up front, made it unlike any other production trike out there.

While it’s not for everybody, there’s no doubt that for some, the Spyder’s three-wheeled stance reduces the anxiety of taking to the road, and now Can-Am is upping the user-friendliness even more. The newly released $16,999 Spyder SE5 (Sequential Electronic 5-speed) adds pushbutton shifting to the 990cc V-twin’s five-speed (plus reverse) tranny, while the $15,499 SM5 continues to offer the package with manual shift.

The chassis reflects the Spyder’s auto/moto hybrid status. The front suspension features double A-arms with anti-roll bars, while the rear sports a swingarm and mono-shock assembly with a kevlar belt-driven rear wheel. The wheels look decidedly automotive, but the handlebar and saddle will warm the hearts of two-wheeled enthusiasts. The linked brakes are powered solely by a pedal, leaving the right handgrip a bit underdressed.

Riding the Spyder requires that a motorcyclist both learn and unlearn a few things. First, you don’t counter-steer to initiate a turn. Second, the rider, not the chassis, does the leaning into the corners. Third, you don’t have to put your feet down at a stop—which feels kind of bizarre at the first few intersections.

The SE5’s electro-hydraulic shifting is remarkably smooth, offering the ability to thumb the upshifts during full-throttle launches or more sedate around town speeds. The downshifts are almost seamless, as the computer blips the throttle to match engine speed to the gear. Riders may find themselves changing gears for the sheer fun of it.

The Spyder’s performance is in line with its aggressive styling. The 998cc motor kicks out a claimed 106hp and 77 pounds-feet of torque. Acceleration is lively, and the ample low-end power makes grunting out of corners and away from stoplights a treat.

Until you get the hang of it, hustling the Spyder through a series of corners requires some muscle, not only to steer, but also to hang on. There are no seat belts or cornering-forces to keep you on the Spyder, so staying planted comes down to body English and strength. Likewise, when braking, riders may wish for the feet-forward seating position of a car to hold them in position, as the stopping power offered by the three big contact patches is formidable—and that’s before the ABS kicks in.

The Spyder fits into a seemingly contradictory market. The styling and performance convey an aggressive attitude, while the relatively shallow learning curve and plethora of safety features seek to minimize the risk associated with riding the roadster. With the addition of the SE5, the Spyder now offers riders another option that leans decidedly toward the ease-of-use end of that market.