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This isn'ta motorcycle."

I ruminate over this timeBRP reps pounded into our heads while jumping around thesaddle of this2012 Can-Am Spyder Roadster of thevery first time. After reaching in the brake lever that's not there of the umpteenth time and after spending the afternoon pushing and pulling by the bars of starting a Can-Am Spyder, I'm getting down torealize pardon? they mean. However theRoadster does possess attributes which appeal to motorcyclists and the feelingof riding exposed and unrestricted is there. In addition tothe 998cc Rotax V-Twin spools up nicely which enable it tostill lay down a slick patch of spent rubber when yourev it up.

We could regurgitate the Spyder's bio, but changesto the presentunique three-wheeler in 2012 lean more toward aesthetics and rider amenities than performance as Can-Am continues to refine its machine. The majorrevision continues to befor thefront suspension for the 2012 Spyder RSS Roadster that now features lighter Fox Racing Shox, which we'll touch on later. Beyond that, the complex technology at the gutsof this machine has already been expounded on. At its foundation is its Y-architecture and double A-arm design that permitsCan Am to runthe twofront, one rear wheel design. The Spyders still utilize Can-Am's proprietary Surrounding Spar Technology frame that supports the Y-design and allows the Spyder's center of gravity to remainlow by mounting the engine behind the front wheels. The vehicle's stability still relies heavily on its sophisticated Vehicle Stability System (VSS), the onedeveloped with help from Bosch, that includesautomotive-derived technologies such asanti-lock braking and traction and stability control systems to maintainthis thing planted, even when carrying lots ofspeed into corners.

For 2012, there are manyvariations of the two major versions offered, the Can-Am Spyder RS and alsoCan-Am Spyder RT Roadsters. The 2012 RS would be thesportier package aimed more on thesolo rider with a rathermore aggressive riding position and fewerbodywork while the RT is a full-on luxury tourer. The 2012 Can-Am Spyder RT is the fundamentalpackage but is obtainablein three variations, the Spyder RT Audio & Convenience, Spyder RT-S, and Spyder RT Limited. Add-ons run the gamut from more spit and polish for animproved sound system with iPod compatibility, AM / FM and (optional) satellite radio, handlebar-mounted push-button controls, adjustable rear air suspension, GPS navigation, LED lighting, and exclusive colors. For themore detailed account, be sureto check outour 2012 Can-Am Spyder RS/RT First Look article.

Coming over thepush-a-button-and-go mentality on themotorcyclist, the starting procedure of the Spyder Roadster takes quitegetting used to. Once youturn the keyon, a "Read Safety Card" message flashes across the digital display and riders must hit the "Mode" button to acknowledge you read the card, which comes on each Spyder tucked away at the most known of starting a console. After depressing the brake pedal, you can finally thumb the electricstart button, which is located on the appropriate handlebar just like a motorbike's. To complicate matters for us, the mode buttons for the RS and RT are in numerous locations, too, which made our group of seasoned motorcyclists look dumber than fifth graders. The parking brake must beoff, too, and its location also varies between the RS and RT. Through theend of beginning a daytime, the procedure became more routine, but in the beginningit created a small amount ofconfusion. No sooner did we pullout ofthe parking lotof Hollywood's Renaissance Hotel then we were jumping in the 101 freeway. With all three wheels translating way conditions towards the rider, as oftenas I desired toresist the analogy, my first experience within the 2012 Spyder RT Limited felt admirethe feeling of riding a snowmobile. At highway speeds, it's got some the floating sensation of the snowmobile despite the fact thatit's stable. Considering thetrike feeling like it's wiggling around beneath you even at astraight line, motorcycle riders initially will have a tendencyto try tooversteer, giving the bars too muchinput as it takesamazingly little effort to have interactionthe Dynamic Power Steering (DPS). The system factors in steering angle and acceleration and getting accustomed to its nuances takes some time. Once a motorcyclist re-conditions themselves and stops fighting the controls, it steers easily. Can-Am Spyder Specialist Kurt Otteson summed it best with hisadvice that "smooth is best" as far ascorner entry and exit is concerned. Taking in these first highway miles we tend to be able toenjoy more or less from the touring luxuries along the 2012 Spyder RT Limited. We've got the electronically adjustable tall windscreen almost alljust howup also, the air is being diverted around us. Our route could have been punched in towards Garmin zumo 660 GPS mounted between the handlebars which can besituated high enough that glancing at it doesn't take your attention through the highway and isa standardfeature around the Limited edition. The seat is well-padded as we sit comfortably in an upright position.

A push button beneath the handlebars allows riders to line the rear suspension around the fly. Better yet, all models are equipped witha sensor, basically a plunger switch, which depresses when a passenger sits down and the ECU automatically adjusts for load. Obtainingconvenience of push-button adjustability is abonus, though we never ventured from your stock settings which suited our 225 pound test rider just fine. The ride quality provided with the suspension is firm but forgiving, the dualfront shocks with its automotive-style double-A set-up bearing for the most part of that weight while operating within its generous 5.9 inches of travel, while the onehydraulic rear situated beneath the rider is equally effective. Together the suspension is well-sorted and provides a comfortable, enjoyable ride.

Another feature which enhances the riding experience relating to the RT Limited is its slick semi-automatic transmission with its electronic 5-speed gearbox. It's a paddle shifter mounted for the left handlebar where a push from thumb runs up the gears while a flick from the forefinger brings it back down. The tranny is impressive as it slips seamlessly between gears. Noise is nominal and engagement is smooth. Can-Am has done a good job of making shifting gears as idiot-proof as possible as the transmission by the RT will automatically shift down for yourselfif a rider doesn't. It allows riders to keepin first gear in astoplight without clutching in, too. A commondemerit we could find is its resistance to going into neutral sometimesat full stop. Fortunately, it comes witha reverse gear as well, that's mandatory to purchasethis 929 pound (claimed dry weight) behemoth backed up. The bestnumber ofgears provide a widespread of power, with first propelling riders up to merelyover 50 mph before hitting redline. Second gear is capable ofdropping down tolow rpm while still having enough power to choosespeed duplicatetoward the generous top bring to an end. We knowbecause we spent majority of timeriding with thetwisties in second gear because ofits big selection of power which tops out at about 75 mph. Seldom did we discoverourselves in top gear unless we were cruising regarding highway.

The Spyders continue tosource a 998cc Rotax engine for power. Though its cylinder heads are canted with a 60-degree angle, the engine and its absence of vibes has more along the character belonging to the Aprilia RSV1000R, which it did duty in beforethe Spyder, than a classic V-Twin. Its powerband is linear, not punchy, and downshifts provide little engine braking. Can-Am claims is included106 hp at 8500 rpm and 77 lb-ft of torque down lower at 6250 rpm. We canattest that it gets riders as much ashighway speed quickly. The RT have been tuned to provide more bottom put a stop to torque, and on no accountare yougonnaconfuse the RT for this RSV1000R, but considering the amountof mass there are to setin motion, the engine provides a spirited ride. Sitting atop the three-wheeler usuallygive riders the sensation of going faster than they're, too. When it reachestime to rein the beast in, the triple braking system is strong. Brakes that provide this much power on a bike would have a powerfulinitial bite, but that isn't trueregarding RT Limited as power is progressive and even. The brake pedal under the appropriatefoot engages all three brakes simultaneously as four-piston calipers bite into 250mm discs up front while a single-piston, sliding pins caliper does similar out back. The RT Limited is included with the added bonus of ABS as an ordinary feature. The Spyder's ABS reacts more like a car's system as requires a quality push by the pedal for it to interact and even then it's fairly unobtrusive. The pulse we've become accustomed to on cruiser motorcycles pre-loaded with ABS is non-existent. Overall we came away with positive impressions at the hydraulic three-wheel braking system's ability to scruboff speed. As our route ventured overbeaten path and headed with the twisties of Angeles Crest Highway, steering required a whole lot of bar action. We found ourselves pushing hard around the bars and since there's no transitioning and they are affected because thefront shocks are removing sway, a whole lot of G's are exerted relating to the body. Managing from your twisty stuff gave our upper body a workout. Granted, we were doinghustle with the turns at a first-ratepace and foundourselves instinctually moving our body around to weight the insidewheel, but there's most pushing and pulling happeningseeing as the way you point the bars documented indirection you're heading, the exact oppositeof come again? you doon amotorcycle. The Spyder was very stable and never even came close totipping thanks tothe efficient VSS, but themachine's sheer weight and girth comes into play within your tight stuff.

Can-Am has done the bestjob of giving the Spyder Limited RT morecurb appeal. The angular, aggressive bodywork has sports car charm. Its mirrors, exhaust tips and heatshield have beengussied up with chrome accents. The freshaluminum six-spoke chrome wheels look sporty, too. Can-Am keeps in the greatgraces of passengers by proving them with their ownheated hand grips to accompanyindependently audio controls for both additional rear speakers the RT Limited sports. Built for taking two people long distances, the Spyder Limited RT has an outstandingquantity ofstorage. Between the top partcase, side bags and front storage compartment, the RT is known for aclaimed 41 gallons of storage space. These compartments have hard travel bags which sometimesbe packed beforehand and slip in and outeasily. Can-Am also offers an optional pull-behind trailer called the RT-622, which offers an extra164 gallons of storage. Are you able tosay street trippin' time?

Switching into the 2012 Spyder RS, a small numberdifferences are immediately noticeable. Riders are nowpositioned at a more aggressive, forward-leaning riding position. one we tested had the manual five-speed gearbox with standardmotorcycle arrangement. The manual tranny still shifted with little fuss between gears. The engine feels a tadmore peppy because you've shed a fewhundred pounds (230 to be exact) and it's tuned to provide a bit of more top-come to an end. The RS gets the new gas-charged Fox Racing Shox Podium front suspension, geared toward improving the front finish off's compression and rebound damping. Seeing as how undoubtedlythe best Spyder I've ridden, I can't comment on how they stack up against the old units, but again the suspension overall does an admirable job of smoothing out the ride. While using absence of a big windscreen, the air rushing into a rider's face makes the experience more motorcycle-like, along with the lighter, lither machine ups the fun factor.

Can-Am North America V-P Yves Leduc was along at the press gathering to share the talegenerally the Spyder Roadster, a story which could have been unfolding over the pastfour or five years. He said Can-Am has experienced a 45% growth with U.S. in 2011 and has expanded its presence in European market too. The vehicle has been successful in getting people intodealerships, many ofthem being those Can-Am labels as "non-non's" - non-motorcycle, non-powersports people who arestill attracted by motorcycle lifestyle. this really is supported by Roadster buyer demographics that state 27% of Spyder buyers haven'towned a motorcycle before. Over the followingfive years, Can-Am anticipates appealing to an excellentbroader spectrum of riders with the new additions to your lineup it has inside the works, foremost among them a hybrid Can-Am Spyder. Leduc said he had recently ridden a prototype of this new three-wheeled hybrid. Can-Am is workingabout the project with Sherbrooke University in Quebec with funding provided by the federal governmentof Canada. They have ambitious goals of reducing emissions by 50% and increasing efficiency by exactly the same margin without sacrificing power or performance. This maybe achieved with a smaller, 600cc Rotax engine mated to a 20 kW electric motor powered by a lithium-ion battery. The popular power sourcecan bea significantimprovement in fuel efficiency in comparison tothisiteration of Spyder that Can-Am reps stated gets a medianof 27-32 mpg, based onriding style, and nearly 35 mpg in special cases.

When using the Spyder, Can-Am has done an admirable job of which makes iteasy to ride right out of the box with control systems designed to maintain all three wheels around thethoroughfareand a semi-automatic transmission to make running from your gears as easy as possible. It offers both sport and touring variations, giving them a broad demographic of riders to appeal to. Speaking of appeal, it transcends lines, attracting both motorcycle riders and car drivers. Licensing varies by state, but many don't require a motorbike license to operate one. The Spyder does have its nuances to acclimate to. By time I finally got acquainted with them and was able to sit back, relax, and enjoy the ride, our calendar day unfortunately was done. I give Can-Am props, though. They've created a unique riding experience, which isn't easy to do, also , the Spyder performs worlds better than a conventional trike. along at the press gathering, Can-Am hinted it had plans to attract an unnamed demographic it hasn't tapped into yet in addition to creating a hybrid. Full of ambition and backed by a deep-pocketed mother company in BRP, it will likely beremarkableto see I beg your pardon? type of tangled web the Spyder will weave.

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