I’ve become quite the fan of the Can-Am Spyder since it was introduced in 2008. I applaud a company that designs a product that resonates with people so much that they buy into the whole lifestyle. And with baby boomers making up the largest segment of the population, the future for this new class of vehicle looks bright.

In 2010, I reviewed the Spyder RS-S model (the sport version). Two months ago, I spent a week riding Can-Am’s touring Spyder, the RT. I tested the Spyder RT Audio & Convenience model, a long name that’s not to be confused with the Spyder RT (the base model), the Spyder RT-S (the mid-level model), or the Spyder RT Limited (the high-end model). You can remember the two platform designations this way: with the Spyder RT, “R” stands for roadster and “T” stands for touring. With the Spyder RS, it’s “R” for roadster and “S” for sport. Got it?     

Can-Am parent company BRP just unveiled the 2012 Spyder models. Though I tested a 2011 model, the only upgrade to the 2012 version of the RT Audio & Convenience Spyder—besides a new Quantum Blue Metallic color—is a new Dot-matrix, amber-colored, multi-function display for improved contrast at night. I didn’t think the display needed improvement, but I guess putting them side by side might show the difference. Before I get into my review, here are the upgrades for the other 2012 Spyder models. 

The RT is the base model and features the new Dot-matrix display coloration. It comes with a 5-speed (SM5) manual transmission with reverse. 

The RT-S is the mid-level model. The 2011 improvements included ventilation updates and front suspension changes for an improved riding experience. For 2012, the RT-S received the new Dot-matrix display coloration and a new front-wheel coloration to give it a more unique and impressive look. 

The RT Limited is the high-end touring model. In addition to the amber-colored, multi-function, Dot-matrix display, the 2012 model includes aluminum, six-spoke, chrome front wheels, plus new chrome accents on the mirrors, heat shield and exhaust tip. 

Other features the RT Limited sports over the RT-S are a handlebar-mounted, 660-color touchscreen Garmin Zumo (GPS) that's integrated into the vehicle electronics system and Bluetooth; four semi-rigid travel bags for side, front and rear cargo compartments; and a travel cover.

The Audio & Convenience model (can’t Can-Am find some catchier nomenclature?) is a step up from the base RT model thanks to the option of a semi-automatic transmission on its 5-speed gearbox. This option alone, I believe, is what’s helping the Spyder attract sport automobile fanatics. These potential riders do not have to learn how to work the clutch, throttle and shifter peg. In fact, some states require a separate license to operate a three-wheeler, making it easier for car drivers to transition. What does it tell you when automotive magazines like Motor Trend review the Spyder?

I found myself getting “lazy” on this Spyder and did not always downshift. All right, I really wanted to see how the automatic downshifting works. You don’t really hear the system downshifting until it gets to first gear, and then you hear a noticeable clunk, which is an audible clue to let you know the vehicle’s come to a stop. The ability to downshift on your own comes in handy when you need to shift to a lower gear while going up a hill, for example. Reverse moves you backward when you need it. 

Tooling around Scottsdale, the people who seemed most interested in my luxurious Spyder were sports-car-driving (BMW and Lexus), baby-boomer men who probably had a set of golf clubs stashed in the trunk. To me, riding the RT felt more like sitting in a small convertible than being perched on a motorcycle or trike. The marketing notes for the Spyder sum up the ride best when its says, “The Spyder confidently and sophisticatedly revolutionizes travel by combining the open-air freedom of a motorcycle and the peace of mind of a luxury car.”

The Audio and Convenience model has these added features over the base Spyder RT:

• AM/FM audio system with iPod compatibility and handlebar controls: This system provided great audio quality (my passenger and I were in a fun cocoon of music while riding 70 mph on the highway), but it took a little time to understand the controls. The four-point buttons on the left handgrip, which you press with your thumb, would ideally have more movement when you press them—right now, it’s hard to tell if you’re engaging the buttons because they hardly move. I found myself fussing with the buttons while riding, which is a no-no, as it caused me to fixate on the controls rather than the road. I was unable to try out the iPod connector because it was not working on my test model. The attachment is located in the rear trunk, while the controls are on the handgrip.
• Speed-compensating volume: Nice feature to have so you don’t blast out the cars around you at a stoplight.
• Heated passenger handgrips with intensity controls and lighted switch: I accidentally turned the heat controls of the rider handgrips in the 90-degree Arizona heat. Boy, do they heat up fast!
• Secondary gauges (fuel, engine temperature): Can’t imagine not having these.
• Electronic push-button front cargo release: There’s a button on the dash that opens the front cargo. On the RT, you just press down on the lid and it opens.

My RT had the option of allowing me to adjust the rear suspension on the fly from a button on the console with a “hard” and a “soft” setting. (This onboard adjustability comes standard on the RT-S and RT Limited models.) There is a single coil shock absorber with pneumatic adjustable preload in the rear.     

The RT glides over bumps in the road with no front-end headshake, an issue common on trikes. The Spyder is a purpose-built three-wheeler that really has no business being compared to a trike, but by virtue of the three wheels, comparisons are inevitable.  

Up front, a double A-arm suspension geometry includes dual shocks and more than 5.9 inches of suspension travel. A standard anti-roll bar helps keep the Spyder’s three wheels on the ground during cornering and ensures the ride stays smooth and stable. Dynamic Power Steering (DPS), one of the many proprietary systems unique to the Spyder, is an electronically controlled power-steering system that provides the rider with a varying assist when turning the handlebars. The amount of assistance varies with the speed of the vehicle to adjust the steering effort to a comfortable level. 

I’ve been asked if the wheels come off the ground in a turn or if they lean. They do not lean, and if turning fast and hard enough (very fast and hard!), one wheel can come off the ground. I spoke to an MSF instructor who teaches classes on riding a three-wheeler, and he’s been able to get a Spyder’s one wheel off the ground. That said, you need to be riding very aggressively for this to happen, and in all of my riding and canyon-carving on Spyders, I never got close to making this happen, especially on the heavier (940+ pound!) RT.

All Spyders are powered by a Rotax 998cc engine, but on the RT, the engine has been specifically calibrated to provide the performance needed for touring. Peak torque is available at a lower rpm, that being 80 ft.-lbs. of torque at 5,000 rpm. You’re not going to be doing any drag racing with this stock Spyder. Coming off the line, response is crisp thanks to the electronic fuel injection. You’ll merge in with traffic just fine. The only time I noticed lag in the "get-up-and-go" of the RT was when some customized Harley-Davidson baggers dusted me when a red light turned green. But so what! I wasn’t trying to race them or prove that the RT can go head to head with souped-up motorcycle engines.

Anti-lock brakes come standard on all Spyder RTs. I never had to use it, but it’s all part of a foot-operated, fully integrated hydraulic 3-wheel braking system that does the job well. The RT stops quickly using 4-piston calipers on 250mm discs up front and a single piston caliper on a 250mm disc in the back. 

There’s ample storage capacity on the RT—41 gallons to be exact. How does that equate to storage space? Well, take a look at the photos below.       

The front cargo is large enough to hold a full-face helmet.

The front is lined with soft fabric and has this pocket area sewn in.

The rear is quite deep and can accommodate a lot of stuff, but it’s not big enough for a full-face helmet.

The side compartments are also generously sized.

There’s one more storage spot up in the front—great for stashing sunglasses, gloves and spare change.

Displacement: 998cc V-twin

Seat Height: 30.4 inches 

Fuel Capacity: 6.6 gallons 

Dry Weight:  929 pounds 

Colors: Quantum Blue Metallic, Pure Magnesium Metallic

Price: 2011 starts at $23,399

Model tested has these options: 

-SE5 Transmission: $1,500

-Fog Lights: $499.99

This is a luxury touring vehicle through and through. If you want a comfortable, stable ride with ample storage space, you can’t go wrong with the RT. I highly recommend a test ride, as this feels nothing like a motorcycle—or a trike, for that matter. The only similarity is that you’re not surrounded by the walls of a car. The RT feels very much like an open-air convertible but with the benefit of the maneuverability and handling typical to a motorcycle.