Can-Am Spyder Roadster review

Electronics The addition of a third wheel also allows for the addition of all sorts of electronic control systems and BRP have thrown everything at the Spyder in this regard, giving it a Stability Control System (SCS), Traction Control System (TCS) and ABS - everything you would expect to find in a modern car. The net effect of these systems is improved handling and safety - ABS allows you to jump on the brakes in a way that's just not possible on a motorcycle and the TCS minimizes loss of traction at the small-car like rear-wheel, though its still possible to get some movement happening (and have some fun) when exiting a corner. There's also Dynamic Power Steering designed to adjust the amount of effort required depending on the speed, load and torque.

The ride "Forget what you know about riding a motorcycle" was the advice of from BRP's Duncan Knight before we set off on a 300km ride through the winding coastal roads south of Sydney, Australia. He was right. For a motorcyclist, the way the Spyder behaves - particularly through corners - is counter-intuitive and it has to be treated as a whole new ball-game.

Unlike a conventional motorcycle or the only other vehicle we have tested that incorporates a 2+1 platform, the (albeit very different) Piaggio MP3, the Spyder with it's flat profile car-like tyres is not designed to tilt or lean. Therefore counter-steering is not an option and throwing your weight sideways won't significantly effect the way it handles through turns. The body of the bike actually swings away as the front suspension works into the corner and you don't have to try too hard to lift the inside front wheel. This is where the stability control kicks in, countering the lateral movement by using a system of sensors to assess the situation and automatically applying a response through individual wheel braking and/or reducing engine torque. It takes a little getting used to, and initially you feel like you are wrestling to avoid running wide through sharper bends, but you come to understand that the machine really needs to be steered, not just nudged through corners and trust that where you point it is where it will end up. Couple this with the ability to brake late and hard you begin to grow in confidence.

Several other motorcycle habits also need to be put to the back of your mind. Obviously there's no need to put your foot down when you stop at intersections and although you feel like your on a motorcycle, the footprint at the front is approaching the width of a small car so you need to be careful when weaving through tight spots or "taking a peek" before overtaking. It also takes a while for the itch in your right hand to disappear as you become accustomed to the absence of a hand-operated brake lever (why not include one anyway you ask? - this aspect of the design stems from the fact that the Spyder is registered as a car in some parts of the world).

The Spyder's acceleration is smooth and by no means sluggish - around 0-62mph (0 - 100km/h) in 4.5 seconds. Cruising at highway speeds is effortless - a fact that's unlikely to change with a pillion on board. A speed limited geared reverse (which is very convenient for a vehicle with a 316kg dry weight) is added to the 5 speed gear box and there's plenty of mid range torque to make light work of negotiating city traffic.

It's also one comfy ride. The wide seat and relatively upright seating position is based on a sports touring motorcycle and after a full day of riding I felt little of the expected soreness. You do cop a higher than expected buffeting from the wind at speed, but different shields sizes are available to cater for this and there's also an optional riser for the handlebars which delivers a more upright seating position. A back-rest is also available as an add-on for pillion passengers.

Fuel capacity is a total of 27 liters including the reserve - enough for a range of around 400km (depending on how you treat the throttle of course).

The manually adjustable pre-load suspension has 144mm of travel in the front and 145mm in the rear swing arm and is effective given the way the wide front end tends to pick up the bumps. Initially the Spyder does feel like it could track off course if you release the handle bars, but again its just a matter of becoming accustomed to the unique handling characteristics and letting the front suspension do its work. The combination of all that rubber on the road in a relatively lightweight vehicle also results in the use of lower tyre pressures - specified at 89-117kP - which further softens the ride.

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