Test Driving the Prototype!

Spyder Can-Am Spyder Roadster

By Kevin Williams   Photos by the Author

Ever go down the street and see something going the opposite direction that was so awe-inspiring that you absolutely lost your train of thought, and turned around to follow it just to get a closer look?

Well, I was alone in my ’95 Bronco when I saw this thing, and made a left turn instead of the usual right to follow someone riding something you might expect to see in a futuristic sci-fi flick. Lucky for me, he was heading directly to the nearby cycle shop, B&B Cycles in Victorville, (Calif.), so I was able to catch up and get a good look.

When I pulled into the dealership, there was already a crowd of people standing around waiting in anticipation and taking pictures. But, now thee were two of these things!  What I was looking at turned out to be a pair of prototypes on a tour of California, put out by BRP, the people who produce Ski-Doo, Sea-Doo, Evinrude, and Johnson marine products. I was looking at the all-new test model of the Can Am SPYDER Roadster. My first impression was that it was a hybrid cross between a snowmobile, a personal watercraft, a street motorcycle, and a sports car.

WHAT IS IT, ANYWAY?

It’s an all-new, street-legal, three-wheeled powersports apparatus, intended to give the rider the open-air feeling of a roadster, and the sportiness of a motorcycle. Up front, it’s obviously F1 inspired and well-engineered. Double A-arm with anti-roll bar, 10 inch disc brakes, 165/65R-14 tires on alloy wheels, and (DPS) Dynamic Power Steering. Shrouded beneath all that pearlescent plastic is a smooth and quiet 106-horsepower 998cc Rotax V-twin, with electronic fuel injection and an electronic 5-speed transmission, with reverse. (You won’t want to be pushing this 700-pound unit out of any parking spots!)  The belt drive puts power directly to the seemingly massive single 225/50R-15 rear wheel which is also stopped by a 10-inch disc.  

Call it what you will, but it’s definitely NEW and certainly EXCITING from this writer’s point of view. After talking with Sales Manager David Moore, I learned that these two prototypes were only in town until the next morning, and then they were off to the next scheduled stop. He explained that I would be required to fill out forms, sign waivers, answer product inquiries, and bring my drivers license, helmet and riding gear if I had any. I told him I have a motorcycle license and he replied, “Don’t need one. With the two front wheels, it’s classified as a car, so all you need is a valid drivers license.” 

That’s all I needed to hear. I was sent home with a 20 page full-color brochure (with four fold-outs!), a promotional DVD from Can-Am, and an appointment to be Spyder-man for a day at nine the next morning. 

THE TEST DRIVE

David Moore, was with me the following morning, gushing with information. The sitting position is pretty well thought out, even for a tall geezer like myself and the tandem saddle is nice and wide. Stance is low with seat height being only 29 inches off the ground.

 The first part of the test is your basic parking lot tango. Put it in first, drive around the cone, stop at the line, put it in reverse, back up 10 feet and stop. Put it in first, and drive around the other cone and stop.  It’s important to mention that some basic motorcycle riding skills are required. Common to most cycles are the controls; shift lever at the left toe with one-down, four-up gear pattern, clutch on the left handlebar, twist-grip throttle on the right handlebar, and a unique (for a cycle) front and rear equalized anti-lock brake control at the right toe. There was a strange lack of a front brake lever at the right handlebar, but it’s just a matter of getting used to this. After passing the parking lot test, I was as anxious as a racehorse to hit the road. I had a choice of Millennium Yellow or Full Moon Silver. With my screaming yellow riding jacket zipped up in 98-degree weather, I was climbing aboard for the ride of a lifetime.

Handling is much like a quad ATV. You must lean into the turns, not away like you would to counterbalance a bike. Quick slalom is a breeze, and the vehicle tracks like it’s on rails. One thing to keep in mind: You cannot cut lanes like on a two-wheeler. You have to own the lane and pretty much stay centered between the lines, due to the wide front stance.  Incidentally, I couldn't help but notice who was taking notice of me . . . EVERYONE!  

The power is smooth and controllable, yet accelerates quite rapidly when asked to do so. Test figures are unavailable at time of this writing, but I estimate zero to 60 to be only a tick slower than a two-wheeled 1000cc bike. It’s quick! From a standstill, you could easily hit 60 in second gear. We cruised along I-15 southbound at about 70/75 with no shake, rattle or sign of struggle from the big V-twin. Cruising at freeway speed was smooth and predictable. Wanna pass? Just twist it, and you’re gone!

By the end of my 20-minute ride, I felt like I was just beginning to really get into my learning curve, and only craved more. When we pulled back into  B&B Cycles, there were several people anxiously awaiting their turn to try it out, but unfortunately, it was time for the Spyders to get loaded up and transported to the next test market. I was the last one to test ride at this location.

OPTIONS & CREATURE COMFORTS

For starters, the Spyder pays off at the pumps, getting about 30 to 35 mpg. Got stuff? No problem, as the front-loading storage locker (just below the headlight) holds up to 30 pounds safely.  Instrumentation includes dual analog and LCD (200 mph) speedometer, tachometer, fuel gauge, dual trip meters, engine temperature, ambient temp, and gear position indicator. All instruments can be switched from U.S. Standard to Metric. Options include fog lights, xenon lights, mono seat cover, (huge) racing exhaust pipe, travel bags, cargo liner, passenger backrest, and low and high windshields. A 2-year warranty is standard.

WHO WOULD WANT ONE?

I think that the Spyder market will reach young adventurous riders who dare to be different, experienced riders who want to hit the open road with a significant other on the back, mature riders whose legs can no longer hold up a monster two-wheeled touring bike, and perhaps even a few new recruits from the four-wheel crowd who desire variety, high performance and the open air feel for a lot less expense than the typical sports car.

HOW DO I GET ONE?

Get in line. Yes, they will be sold through authorized Can-Am dealers. Each dealer should receive two units in September, and those are most likely already sold. Anyone wishing to be on the waiting list for future 2008 units must leave a $1,000 deposit, and will be called in the order in which deposits were received. PRICE: Expect to pay somewhere in the $15,000-16,000 range for stock units. Would I buy one? Absolutely! (If only my wife were with me on that test ride, she’d be hooked too!)  There may still be time to test ride one if the Can-Am dealer in your area has not yet had his test market ride yet. Call your nearest dealer for info.

There’s a lot more to say about this machine, but you can explore it for yourself online at www.can-am.brp.com 

But, we feel an obligation to thank David Moore at B&B Cycles (13815 Park Ave., Victorville, CA 92392, (760) 241-7387, www.bandbcycles.com