2020 Can-Am Ryker review

I feel a bit sorry for Can-Am's Ryker 900. Not because it doesn't lean, can't filter and can't (in Victoria, at least) be parked on the footpath. But, because among Australia's licensing rules, it's actually a bit misunderstood.

I don't think Can-Am started this project to specifically target motorcycle riders. The Ryker's very nature makes it appealing to all types of road users – from thrill-seeking drivers through to stability-seeking riders – yet all states and territories in Australia besides Western Australia (and to some extent South Australia) require the operator to hold a motorcycle licence in order to legally ride it on the road. It's a potential catch-all hampered by red tape.

The Ryker is available in three variants: a LAMS-approved version powered by a parallel-twin 600cc engine; the 900cc triple-cylinder version as tested here; and a Rally Edition that benefits from different suspension, a switchable Rally Mode which disengages the traction control and, as well as a handful of styling tweaks, comes fitted with the optional rear-mount for pillions and all-terrain tyres.

The Ryker is the work of Canada's BRP, or Bombardier Recreational Products, an innovative company that was born out of necessity in the 1930s when Joseph-Armand Bombardier's wife went into labour in the depths of a Canadian winter.

The result was the first-ever vehicle that could travel across snow. Now, over 80 years later, Joseph's innovative thinking remains in the DNA of all BRP products, including the firm's three-wheeled Spyder range and the sportier, more accessible Ryker line-up.

Adjustable ergonomics, for example, is something the two-wheeled world has largely missed out on for far too long. I'm not talking about an optional seat that gives you 10mm here or there, or an optional handlebar with a slightly different pullback, but truly adjustable ergos.

In the Ryker, the rider's pegs are adjustable by 300mm forward or back and the handlebars, likewise, by 100mm. Even the height of the brake pedal has some vertical adjustment.

The clever bit is that all these controls can be adjusted without tools, so it's as quick as jumping in your mate's car and adjusting the seat and steering wheel to suit.

Speaking of seat adjustability, I would have liked some options there, too. The seat is only 600mm off the ground, so from a rider's perspective it doesn't sit you high enough to see above the traffic. In some situations, despite the large footprint delivered by the Ryker on the road, it made me feel slightly vulnerable compared to a two-wheeler.

The seat is 400mm lower than the 'bars, too, making you feel like you're sitting within the machine rather than atop it. A driver would feel completely at home, but as a rider it takes some getting used to.

But it's the 'getting used to' bit that is key. The Ryker is an unconventional machine, so the experience itself is going to feel peculiar until you spend enough time on it to understand its hows and whys.

It's a simple machine to operate, boasting a CVT transmission, a twist-grip throttle and a single foot-operated brake pedal. Disengage the parking brake, engage the foot-operated gear selector into the forward position (there's also a reverse gear) and you're full of anticipation as you start to feed enough revs to the 900cc engine for the 300-odd kilogram machine to begin rolling. And you're off…

Compared to a motorcycle, the steering requires much more input from the rider. Remember, however, it's not a motorcycle and nor is it trying to be, so what at first could seem unintuitive and difficult, is actually just different and requires some acclimatization.

So instead of pushing on the inside 'bar in order to counter-steer a two-wheeler, the Ryker requires you to pull on the inside 'bar. And, in much the same way as a car without power-steering, the faster you're travelling, the more input is needed to keep the machine on course.

The distance between the outside edges of the front wheels measures 1500mm, which puts you at the same width as a small- to medium-sized car and means you're left with little room for error while you're getting used to how the thing steers. However, the more kilometres you cover, the easier the whole experience becomes. Although because the rear wheel sits in the centre of the road, with the two front wheels in the pre-existing wheel tracks, you're pretty much guaranteed to cop every bump along the way.

Suspension is by way of three twin-tube Sachs shocks. There's a non-adjustable dual A-arm set-up at the front matched to a lateral multi-link (and preload adjustable) affair at the rear.

You can both see and feel the front two shocks working independently of each other and the feedback offered by those two front contact patches grows exponentially the harder you start braking; the steering becomes more sensitive to input and the feedback through the 'bars grows too.

This is all quite useful, but only once you understand how to digest and use the information. Until then, it can be a little off-putting.

The 899cc three-cylinder engine by wholly owned subsidiary Rotax is effective unit, offering 77hp and 75Nm, though it does feel a little agricultural by 2019 standards.

Power grows predictably through to about 6000rpm, where peak torque chimes in before peak power is reached 1000rpm later.

Aided no doubt by the three-wheeler's bulk, you can twist the throttle all the way to the stop and then wait for the revs to hit 6000rpm, where you feel the engine characteristic switch from predictable to peaky. And unless the road surface is cake-icing smooth, the ride goes from engaging to feeling a little erratic – as a rider,  I sometimes found myself backing off to regain a greater sense of control.

A manual gearbox would allow you to shift up a gear to reduce revs and negate what my rider's brain saw as an issue, though this would be different for everybody. Having said that, the Ryker does employ a ride-by-wire throttle, so there could be a relatively easy electronic fix if Can-Am also identified this as an issue.

The pillion seat mount, pad and pull-down pillion footrests aren't standard fitment on the Ryker 900 (though the rear mount is standard on the Rally Edition) and the three-part kit costs $600 if you want to bring someone else along for the ride.

Once connected, and once the pillion footpegs have been lowered into place, the machine cleverly calibrates torque delivery and the stability system to account for the extra load.

The innovative design continues with the fuel cap – or lack thereof. Instead, there's a plastic cover located in front of the handlebar that you slide open to reveal the filler hole, no key required.

The air filter and oil filler are located behind a side cover that doesn't require tools to access, and there's even a small funnel in there to aid with fuel or oil top-ups.

The instruments and switchgear are practical, if not dated by 2019 standards. The traction control system works, eventually, but is far from refined. Full throttle from low or no speed with your rear wheel in the dirt has the machine snapping sideways before the system intervenes, though three wheels means this will never land you on your head, and is actually rather fun once you know what's coming.

It's a similar story with the ABS: while I never actually locked the wheels, you can feel the intervention as you would on an ABS-equipped motorcycle of, say, 10 years ago. But it works, so does it matter?

The bodywork is non-painted plastic and it will be interesting to see how it stands the test of time, but there's plenty of scope for customisation in terms of bodywork and accessories. Can-Am claims there are thousands (yes, really) of customisable options, but the main ones are myriad coloured side panels, front and rear spoilers and clip-on wheel inserts.

Every six months Can-Am releases a never-to-be-repeated colour, so it would be quite feasible to build up a range of colours and change the colour of your Ryker as and when you feel like it.

You can ride away on a Ryker from $14,899 for the LAMS-approved version and while that might seem like a lot, especially for a learner bike, it again comes down to putting the price into the context of what Can-Am set out to do.

Compared to a small-displacement LAMS-approved commuter, yes, the Ryker is expensive. But Can-Am didn't set out to go head to head with a small-displacement commuter or, for that matter, a large-displacement commuter – the 900 incurs a $2400 premium at $17,299 ride away, while the Rally is priced at $18,999 ride away.

Compare any one of them to a unique on-road experience such as a low-production sports car or an exotic motorcycle and all of a sudden the Ryker starts to make sense. So, for Can-Am's sake, I hope it wins its on-going battle to convince the policy makers that such an unconventional machine also requires an individual licensing program.

While at present it might appear like a really well-executed answer to a question no one asked, the Can-Am Ryker is an innovative machine that deserves to find its place in the motoring landscape.

ENGINE
Type: Triple cylinder
Capacity: 899cc
Bore x stroke: 74 x 69.7mm
Compression ratio: Not given
Engine management: EFI

PERFORMANCE
Claimed maximum power: 77hp
Claimed maximum torque: 75Nm

TRANSMISSION
Type: CVT
Final drive: Shaft
Clutch: Not applicable

CHASSIS AND RUNNING GEAR
Frame: Steel, Y-frame
Front suspension: Wishbone type with twin-tube non-adjustable shocks
Rear suspension: Twin-tube shock, adjustable for preload
Front brakes: 2 x 270mm discs with twin-piston calipers, with ABS & park brake
Rear brake: 220mm disc, single-piston caliper
Tyres: Kenda; Front: 145/60R16 (66T) Rear: 205/45R16 (77T)

DIMENSIONS AND CAPACITIES
Claimed weight: 280kg (dry)
Seat height: 599mm
Wheelbase: 1709mm
Fuel capacity: 20L
Measured fuel consumption: 5.2L/100km

OTHER STUFF
Price: Ryker 600 – $14,899 ride away; Ryker 900 – $17,299; Ryker 900 – Rally $18,999 ride away
Colour: Black + customisable
Test bike supplied by: BRP Australia
Warranty: 24 months, unlimited kilometres