2016 CAN AM SPYDER F3 SPECS AND REVIEWS

CAN AM SPYDER F3 – A different kind of motorcycle?

It required guts to bring the Spyder  from concept to reality. And, while BRP clearly believed in a —still contentious today — “motorcycle for the public,” no one could have foretold the venture’s fate. It was a toss-up between the Spyder creating a new section and flying on its own and BRP killing it and moving on.

The CEO of the Valcourt, Québec-based company, José Boisjoli, demonstrated his willingness to axe an underperforming product line by axing BRP’s entire powerboat business—not because it wasn’t profitable, but because significant growth was nowhere to be found in his crystal ball. The fact that the Spyders are entering their ninth manufacturing year in 2015 must imply that they are reaching Boisjoli’s expectations, right? Evidently not.

A motorcycle or a trike?

The problem, if you can call it that, is that Spyders aren’t selling as well as they used to. In Canada, for example, and notably in Québec, where they are manufactured, sales have exceeded those of other motorcycle manufacturers, an even more astounding accomplishment given that BRP’s range consists of only three models: the RS, ST, and RT. But as you cross the border into the United States, things don’t look so good. Again, it’s not that Spyders aren’t selling well, but something appears to be lacking, causing them to underperform on their own soil.

It didn’t take much investigation to “learn” that Americans enjoy cruisers. Was this the missing piece? Was a chromed-up, ape-hangered, highway-pegged, round-fendered, sissy-barred Spyder the solution? Exploratory drawings were created, with predictable outcomes.

“No way would BRP ever contemplate a Harley-Davidson-inspired Spyder,” says Denis Lapointe, the Valcourt brand’s chief of design. “That isn’t us. We do things in our own unique manner. We don’t imitate.”

And it was at this moment that the concept that would become the 2015 Spyder F3 became truly intriguing: if not a “classically cruiserized” Spyder, then what?

Lapointe and his colleagues began questioning cruiser riders. While what they liked and disliked about current Spyders was certainly part of the interrogation, the questions became considerably more in-depth. BRP was curious if the feet-forward riding posture that cruiser owners were accustomed to and preferred was inextricably related to traditional cruiser appearance. Surprisingly, the response was no. Respondents stated that appearance and position were not always inextricably linked. That response offered Lapointe the latitude to create something un-Harley-like, while also addressing one of the most common criticisms about Spyder styling: it was too plasticky.

The fancy design?

As a result, the F3 represents the Spyder line’s most significant stylistic leap. Until now, the sporty-ish RS, sport-touring ST, and luxury-touring RT have all been made to appear as approachable and unintimidating as possible. The Spyder F3 is unusual, even surprising. It not only appears to be more aggressive than the other Spyders, but it also appears to want to make a statement about it, as if it’s insisting on being a different sort of Spyder.

Denis Lapointe provided the worldwide press gathering in Valcourt a unique insight inside the development process by describing how this specific design was created. The amount of sketches we saw, as well as their uniqueness, were both astounding. We’re accustomed to seeing very futuristic concepts as motorcycle riders, but with so much more surface area to work with and limitless creative freedom, BRP’s designers came up with some quite interesting stuff.

Finally, the F3 direction was picked for its combination of “animal-like expressiveness, Ironman influence, and Hugh Jackman type of confidence and sincerity.”

When a motorbike journalist questioned what animal, Lapointe paused and politely emphasized that the animal metaphor was figurative rather than literal.

In person, the F3 is everything but drowsy. The style is so bold that it will almost certainly be divisive. It’s not difficult to picture an RT owner simply not getting it. Which is OK because he already has an RT to like. The F3 is aimed at the other end of the attitude scale. It’s not meant to be conservative and appeal to conservative minds, but rather to push the envelope and appeal to far more daring tastes. Combining a cruiser-like riding posture with such a powerful aesthetic statement into the still-controversial Spyder chassis leads BRP into yet another new territory.

Handling

Despite all of the cruiser discussion surrounding the F3, while on the road, the vehicle has little links to the cruiser world. In fact, the F3 is unquestionably the sportiest Spyder, far outperforming even the RS.

Sure, the rider sits low with his feet front, which is typical of a cruiser. The small outward orientation of the front footpegs creates a triangle that allows the rider to practically lock himself in place by just pulling on the pegs, which alters the entire game.

Consider riding in a moving bus with both feet under you rather than spreading them out. The slightest shift in direction pushes you sideways, causing you to grip anything to keep from falling, whereas spreading your feet helps you to counteract the centrifugal force. The impact on the F3 is same.

Even with minor cornering on any other Spyder, the rider must hold on with his upper body to counteract that force. His legs, which are directly beneath him, are of little assistance. The strength required to hang on plainly grows in direct proportion to corner speed. Arms, shoulders, and torso must all be used at the same time to steer the “normal” Spyders.

Because his legs clamp the rider in place during cornering—something they accomplish with far less effort than the upper body at equivalent speed, by the way—his arms, shoulders, and torso are left with the sole chore of steering on the Spyder F3. This, once again, alters everything.

Comfort?

It’s difficult to tell if this “leg triangulation” and all the benefits it offers were planned from the start, but I’d lean toward the happy accident idea. In any case, not only can you approach a turn on an F3 with far more confidence than on any of the other Spyders, but you can also do it with far greater accuracy, due to the upper body just having to cope with steering inputs. The final result is a Spyder that is just more enjoyable to ride on a curvy road and the first one that doesn’t seem like its rider is always battling with in turns. Furthermore, exactly putting it in the centre of the lane is now delightfully simple.

Spyders have very little area to play with before one of the front wheels steps out of the lane, making them difficult to ride with accuracy in a sequence of curves, especially at a faster speed. On the F3, though, this is achieved with a smile rather than tension.

Suspension

The F3’s ability to absorb bumps is one of the pleasant discoveries for its rider (and passenger). It’s common knowledge that a rider cruising on a motorcycle with his feet front exposes his spine to danger on slick pavement. I should know, because I reside in Québec, which has some of the worst roads in the civilized world. So, in terms of suspension performance, saying that the F3 provides not just exceptional, but superb comfort in that setting is as nice as it gets. The large, generously cushioned seat is likewise quite comfy. Although additional windscreens are available, the original Spyder F3 lacks wind protection. Heated grips are also not included in the standard equipment list. They would have been very appreciated in the cool autumn conditions we rode in during the F3’s two-day product introduction. Both the $21,799 basic model and the $23,299 S-version with enhanced trim and cruise control come standard with a six-speed manual transmission and an optional, $1,600 six-speed semi-automatic transmission.

Engine

Another pleasant surprise was the 1330cc inline-triple that debuted on the RT in 2014. It hasn’t been altered internally and is rated at 115 horsepower and 96 ft/lb torque, but it feels considerably more lively than the RT. The F3 is no slouch in a straight line, thanks to 73 kg (162 lb.) less to push about and shorter gearing from a rear sprocket that is literally as big as the rear wheel. Of course, it’s not a ‘busa killer, but is it fun? Sure. Part of the enjoyment stems from the high torque triple’s reasonable forward acceleration, part from the beautifully musical intake growl that engulfs the rider every time the throttle is generously opened, and part from the F3’s electronic nanny’s far more indulgent disposition.

ABS, traction control, and stability control are all still present, but they allow for a lot more enjoyment in this instance. During the media event, Can-Am employees encouraged a little bit of recklessness, an almost full shift in attitude.

Everyone’s first flight on the F3 was on the tarmac of a little airstrip in Saint-Georges-de-Beauce, where we had just landed in three private Lear Jets. Straight-line acceleration testing swiftly devolved into a “longest black mark contest,” with all of the gathering journalists trying to outdo one another, all under the watchful eye of BRP top brass.

The computer will enable the rear tire to spin freely as long as the F3 is traveling straight. I was even able to spin it in second gear on chilly pavement by dropping the clutch at around 40 kmh.

Hello, we have a cool surprise for you…

The “secret” burnout mode of the auto version is the frosting on the cake. Engineers who requested anonymity revealed the trick: if the throttle is opened 100% and the unique brake pedal is pushed 100%, the computer will recognize the intent and release brake pressure on the rear caliper, allowing the rear wheel to spin while the F3 is immobilized—or, in plain English, do a burnout. Of course, I wasn’t about to accept their word for it. Yes, it does.

Conclusion

It’s anyone’s guess how well the Spyder F3 will sell. Will it be the model that successfully enters the American market? Will its animalistic, VMAX, and muscle car styling be a hit? If the answer is yes, who is it with? Who can say? What is clear is that it performs what it is supposed to do quite effectively. It, like the other Spyders, is a very well-engineered replacement for a motorbike geared towards folks who aren’t comfortable on two wheels for whatever reason. But it does it differently, with a dose of fun and attitude that you won’t find on any other Can-Am three-wheeler.