There’s a new three-wheeled kid on the block, courtesy of Bombardier Recreational Products (BRP).
Make no mistake, the Spyder drives the imagination as much as it does the rider. With a beautifully streamlined symmetry that is a page out of the concept car world, BRP created a low center-of-gravity attention-grabber that looks like a cross between a snowmobile and the Batpod. The pinpoint headlights keep up with the times. The exhaust pipe is big and brash. The seat is well positioned so you feel you have a lot more vehicle under your own undercarriage if you’re one of those timid folks who always wanted to ride a motorcycle but shuddered to think what life looked like above 1,000 rpms.
On paper, it sounds interesting. But how does it handle? Putting the Spyder through its paces, the result is an impressive ride with a user-friendly learning curve. Its desperately fast profile is about the only thing intimidating on the SE5 sequential electronic 5-speed version. And despite concerns with downshifting, up shifting, remembering where the brake is, all those fears quickly dissipate as soon as you hop on. For example, if the rider forgets to downshift, the Spyder compensates and does it for you.
Want to do a burnout?
The Spyder’s memory is designed to recognize the rider’s behavior. Giving the rear wheel maximum throttle will leave some tread marks on the pavement. The ease at which the vehicle avails itself to the novice is no doubt an attractive selling point. BRP had in mind the kind of crowd who wanted the raw adventure of an ATV with the stability found in a commuter car.
The 1000 cc V-twin engine is worthy of any motorcycle and is felt with the first twist of the throttle. However, practicing how much juice to give the BRP will keep you from inadvertently throwing yourself from the seat. The g-forces are powerful and should be respected.
The Spyder feels uncomfortably censored when it’s not hooking up. It is truly a vehicle that begs to be ridden.
BRP also seems to recognize the importance of safety. With the Spyder’s wider frame, the sense of safety is palpable, even if it is only perceived. One intuitive feature is a hidden tray located directly above the instrument cluster that one must pull down to acknowledge a basic understanding of safety guidelines before attempting to ride. This might get wearisome after the 100th attempt, but no one will deny that ignorance is a decision made by the rider.
Finally, how well does the Spyder sell itself? In terms of curb appeal, it’s no exaggeration to say you might be the first on your block to claim it. You can’t help but feel part of the cult of celebrity when you mount up and crowds gather, pulling out cell phone cameras to take pictures. Those who are looking to own the next big thing will discover that attention finds them.
A seasoned motorcyclist will not be replacing his HOG anytime soon with this offering, but maybe that cyclist will add it to the lineup. To say that the Spyder is trendy would be premature. To say it’s in the status quo would be criminal. The vehicle lands somewhere in between. Only time will tell where it settles.
Stats:
Engine: 998 cc, liquid-cooled, 8-valve, V-twin
Transmission: sequential 5-speed or SE5 with sequential push button transmission
Horsepower: 106 hp @ 8500 rpm
Weight: 697 lbs (dry)
Length: 105 inches
Width: 59 inches
Seat Height: 29 inches
Brakes: 260 mm disc brakes
Fuel capacity: 7.1 gallons
MSRP: $14,999
