Can-Am Spyder Roadster SE5

Not so much

Overall rating: 4.0/5.0
Engine/chassis: 4.5/5.0
Price, packaging and practicality: 4.0/5.0
Behind the bars: 4.0/5.0
X-factor: 4.5/5.0

OVERVIEW
Bombardier Recreational Products (BRP), the creator the Spyder Roadster through its revived Can-Am brand, certainly hasn't broken new territory, but it's certainly gained traction where others have failed - some spectacularly -- over the years.

BRP, based out of Quebec, is a huge company, and its claim there is never an "off-season" isn't just hyperbole. Quite simply, it's probably the world's best-known manufacturer of everything but cars and bikes.

Its brand names also include Ski-Doo and Sea-Doo, as well as Evinrude outboard engines (it also owns Johnson outboards, but that name has been 'retired' for the time being while it concentrates on marketing the two-stroke direct-injection technology on the Evinrude).

And BRP has also owned giant Austrian engine manufacturer Rotax since 1970, with the company's 998cc 60-dgree V-twin engine found - popularised in the RSV Mille -- in the Spyder.

Since the Can-Am off-road bikes were a major player in the 1970s - they won a number of American titles - BRP hasn't dabbled in motorcycles, citing a conflict of interest.

Now the Spyder is here, but in a strict sense is has no direct competition, although it's in the price bracket of Harley-Davidsons and the mega tourers from the Japanese. In fact, BRP has high hopes that many of the people who buy the Spyder will be moving across from the company's other leisure products, such as Sea-Doo.

In Australia, BRP lobbied hard to gain car licence endorsement on the Spyder before its initial release, but it was unsuccessful. The Australian bureaucracy was not in concert with road traffic authorities in many other parts of the world - including New Zealand.

Not only has it been a monetary hit for BRP - empirical evidence suggests car licence endorsement increases sales by about 15-20 percent in most markets -- but it's made the turned of a dealer network into a drip-feed exercise.

Despite some of the difficulties, around 300 Spyders have already been sold, with Can-Am targeting 350 sales by the end of January.

There are still plenty of gaps to be filled at the retail level, but once that's achieved Can-Am is placing high hopes on the Spyder's pulling power, forecasting the machine will increase its contribution to sales growth from four to 10 percent by 2010.

PRICE AND EQUIPMENT
The SE5 model we tested in Sydney is identical to the original SM5, except there is now an electronic shifter on the five-speed manual gearbox, operated via a thumb (up changing) and forefinger (down changing) paddle on the handlebars.

The SE5's transmission is not automatic, nor CVT or tiptronic. It's simply the SM5's architecture with a more sophisticated nervous system - and an extra $2000 hit on the purse strings.

The SE5 retails for $27,990, while the SM5 remains at $25,990.

In Spyder form, the fuel-injected engine been pruned back to 106hp mainly due to milder cams, down from the Mille's 140hp. Torque is 104.3Nm vis-a vis the Mille's 101.

Both Spyders have a proper, mechanical reverse, which is why there is one less gear (sixth) than on the Mille.

The chassis loops vertically around the rubber-mounted engine, and the lower front suspension is an A-arm design. The rear suspension is the traditional motorcycle swingarm and monoshock, adjustable for preload.

Important numbers include the front wheel track (1308mm) and wheelbase (1727mm). The Spyder weighs heaps less than, say, the Triumph Rocket III Touring or Honda Gold Wing.

There is a comprehensive Bosch-sourced Vehicle Stability System, which incorporates all the bells and whistles - traction control, linked brakes, ABS, ignition-retarding, etc. Important stuff, as the Spyder does require some pretty hefty anti-rollover demands - not that it really came into play on the launch as we tip-toed through inner Sydney.

There is only one brake on the Spyder - a foot one, which modulates force to all three brakes, as well as looking after the ABS function.

The accessories catalogue is not huge, and includes a pillion backrest, matt black plastics, a seat, a couple of screens and a muffler.

ON THE ROAD
It's been said the less motorcycling experience a person has, the less they have to forget in order to ride the Spyder.

Previous techniques, however subtle or sub conscious, are rendered obsolete on the Spyder, which certainly isn't a bad thing. It's still a thought-provoking ride, but in a very different way to a two-wheeler.

Forget counter steering for a start, as it's non-existent on the Spyder. The proper technique is to tip the thing into a corner using the handlebars, and lean towards the inside of the turn to maintain the arc. If you don't, the G forces are quite strong, which I found when winging my way under a labyrinth of (quiet) Sydney tunnels.

I was probably a bit timid at the start, which is why I was running wide on quite a few turns - certainly not because of the direct nature of the power-assisted steering.

I was never out of control, and I soon improved with some more subtle body positioning. A few extra esses to practice the new technique would have been nice.

The Spyder certainly feels quite fast through turns, but because there are different forces and nuances at play compared to a motorcycle, who knows. And who cares really: as long as the enjoyment is still there.

The ride quality is excellent, which befits the Roadster's sportstouring brief. The seating position is slightly forward, but it certainly isn't enough to put too much pressure on the wrists. It's also quite roomy, so no complains there. The protection from the standard windscreen is good, although we didn't test its merits in 110-110kmh territory.

I first rode the Spyder with the standard manual transmission, followed by the electronic shifter on the SE5, which works beautifully. I'd be happy to use a manual all day, but I can see the SE5 gaining some real traction, especially with car drivers who want to make the switch - but who have to get a motorcycle licence first.

The Spyder didn't feel big around town, as it's only a little bit wider than a big tourer, and it certainly weights a lot less too. And the steering is sharp.

I have great fun on both two and four wheels. I've now found some middle ground, and on something that is tolerant and thrilling all in one.