Driving report BRP Can-Am Spyder F3-S (Baujahr 2015)

Chris

12.09.2018

What's that?

The Can-Am Spyder F3-S is a tricycle with a lot of steam on the chain. But is it closer to the motorcycle with a support wheel or to the car? An extended weekend with a model from 2015 provides clarity.

He should be able to do that

The very compact tricycle with the name BRP Can-Am Spyder F3-S makes one thing clear with its martial, jagged and various headlights: It doesn't just want to play. The exposed lattice tube frame, the fat rear wheel and the sport exhaust support the core appearance, which ensures open mouths for passers-by.

Batman would take him immediately

If tricycles were previously known only as rather embarrassing companions, who with screaming paintwork, a weak beetle engine in the rear and drivers in the best midlife crisis age provide moments of foreign shame, the BRP is completely different. This starts with the fact that, unlike other trikes, he wears his fat (225/50 R15) single wheel at the back.

Clearly, the Can-Am Spyder is not the product of a craft stall, but a piece of sophisticated technology. The Canadian manufacturer Bombardier is almost unknown in Germany, which is a pity. Among other things, the technology group manufactures railways and aircraft that are in service with Lufthansa subsidiary City Line. Under the Bombardier Recreational Products brand, or BRP for short, he also has private customers in his sights: his snowmobiles are particularly well known in the north of the globe, and quads are also available.

This is how he drives himself

Then let's go: The newly developed Rotax three-cylinder with 115 hp rumbles vigorously and turns bitingly up to 7,000 rpm, the semi-automatic Tiptronic circuit shoots the next gear in - there comes real joy. The gas stops, the vehicle shoots towards the next bend. With the central foot brake for all three wheels, deceleration also works without any problems. Two gears down, the Can-Am leans on the outer curve front wheel and can be accelerated cleanly again at the apex.

How well all this harmonizes with one thing makes it clear: On public roads it is almost impossible to explore the potential of the Spyder. The Spyder always remains neutral up to very high cornering speeds. Only the detour to an empty supermarket parking lot (see picture gallery) with deliberately induced, abrupt driving manoeuvres awakens the gently intervening ESP from his sleep. Here, too, the same applies to the Spyder: Neutrality in driving behaviour is paramount, at most a delicate understeering is noticeable.

The Spyder is a fun alternative, but not a motorcycle

The role as a safe fun companion fills the BRP well, which suggests the comparison with a motorcycle. But you couldn't be more wrong if you want to classify the F3-S. Apart from the obvious similarities with a sporty, unclothed motorcycle - helmet duty, weather protection - the difference lies mainly in three reasons.

First, the stand-in, ultra-compact Spyder seems to grow into all dimensions as soon as you take a seat on it. There is much more material in front of the rider than with a motorcycle. The second reason is the sitting position: unlike most motorcycles, the rider stretches his legs forward, similar to the sitting position on a chopper.

Curve robbers can be exhausting

The biggest difference between motorcycle and BRP, however, lies in what motorcycle riding is all about: cornering, balancing speed and inclination. There are no slants in the saturated Spyder, if at all they turn into the opposite.

On a motorcycle, one usually sits upright: the entire unit of driver and machine lies in the bend, but the driver remains in a line with the high axle of the vehicle. This is different with Can-Am: you have to balance the centrifugal forces in curves with your body. If the motorcyclist is in the bend, the Spyder rider, in contrast, has to cope with the pressure of the body on the outer front wheel. Driven very fast, this becomes exhausting in the long run. Fine reactions to steering movements or the leading of the Spyder over the thigh pressure are omitted. This connects him more with a car and even more with a quad bike that he comes closest to.

With the model Spyder F3-S, the fourth version has been for sale since 2007, besides there are models for Tour and Sport Light. Our F3-S was the strongest and sportiest version of the model range in 2015. She was the only one to rely on the new Rotax three-cylinder engine, which has an easy game with the approximately 350 kilograms (plus crew). So far, the market success of the BRP is rather modest: in Germany there are less than 3,000 units, compared to the sales figures of motorcycles, this is vanishingly little.

Technology full: ESP, traction control and ABS

Under the plastic skin, Bombardier packs everything in technology that is good and safe: ESP, ABS and even a traction control is available. The semi-automatic gearbox is operated by a handle-conveniently mounted shifter: you have to switch up manually, the Spyder itself takes over the shutdown. If you want, you can intervene manually, but you don't have to.

Conclusion - what's stuck?

The Spyder punishes its martial design with the committed corner robber lies: The Spyder can do this, but apart from the raptured seat position, high holding forces are created on the handlebars despite the power steering. At the heart of his heart, the F3-S Spyder is a Tourer, which is also underlined by the high-torque engine and the good driving comfort. The Spyder is a fun device with a high entertainment factor. For shy people, the Can-Am is rather not suitable, groups quickly form around the parked Spyder, which is used from around 12,000 euros. For the beautiful moments, which may be a little longer, he prefers to take his crew over country roads simply into the green. And the best thing about him: A motorcycle driver's license has only been necessary since 2013, who ever got his driving license is well equipped.

The test spyder was provided to us by Scholly's Motorrad GmbH, Bahnhofstr. 6, 27308 Kirchlinteln, http://quad.scholly.de/MOTORRAD/CANAM. Test drives are possible there at any time after registration.

Data & Facts

The Spyder costs new from 18,899 euros in the F3-S variant we drive. There is plenty of technology and a sophisticated chassis that is not overly sporty.
All photos: Portal-Manufaktur



Looks cool, but please don't: Without a helmet, the Spyder must not be moved. Since it has no weather protection, it is better.



Wherever it appears, the Spyder is an eye-catcher with its open tube frame and unusual look.



Only in an empty parking lot and away from the eyes of the authorities could we bring the Spyder to the border. Then the reliable ESP catches him again.



You have to get used to the driving behavior first: The Spyder pushes over the outer front wheel in extreme cases, which surprises motorcyclists.



The controls on the left side are reminiscent of a motorcycle. Only the button above for the reverse gear and the parking brake are unusual.



All double: speed and speed are displayed analog and digital. This is all very easy to understand and does not give up any puzzles.



The right side also reminds you of the operation of common motorcycles with the red emergency exit button and the starter button at the bottom.



The brake is completely different. All three brake discs (with ABS) are operated via a single foot pedal. This works very well.



All clear: The very comfortable and wide seats allow you to master long distances. The driver's legs are far apart in the driving position.



Instead of a chain, a drive belt transmits the power of the motor. The Spyder is up to 180 km/h fast and manages the sprint to 100 km/h in 4.4 seconds.



The elaborate chassis is very nicely tuned. But cornering is exhausting: you have to keep the Spyder (and yourself) on track with muscle power and don't merge with it like on a motorcycle.