First Ride: 2008 Can Am Spyder SE5 Automatic

Rex Roy — Thu, 16 Oct 2008 11:39:44 -0500

I politely panned the 2008 Can Am Spyder when I reviewed it almost a year ago. What I had just ridden through the canyons of Southern California was not nearly as quick or agile as a motorcycle, nor as stable as a sports car. So when the Spyder's manufacturer asked me to try a SE5 edition (that features a five-speed semi-automatic gearbox), I was prepared to truly hate it. I predicted to myself that by taking the clutch away, the trike would loose what little appeal it possessed for me.

I couldn't have been more wrong.

Precisely because the Spyder is not hardcore road hardware, the manu-matic gearbox fits its personality perfectly. Dropping the clutch removes any pretenses of serious performance, so when you swing your leg over the saddle, you're not expecting to be able to run with the Ninjas or CBRs. This puts the rider in a better mindset to enjoy the Can Am for what it is.

(Click through the post to continue reading this review.)

The 700-pound snow-mo-jet-ski-cycle receives 106 horsepower from its liter V-twin. This modest but adequate juice runs through a sequential-manual gearbox controlled by a combination of electronics and hydraulics. A snowmobile-like centrifugal clutch disengages the engine from the gearbox when the engine is in first gear at idle rpm, then spools up to provide slippage for smooth launches. The system works effortlessly. Electronics tied into the engine management system blip the throttle on downshifts. These occur automatically (based on several effective algorithms) or manually (triggered by the bar-mounted shift toggle). Upshifts must be rider triggered and are most often smooth, but can be made seamless with a bit of practice.

Bosch stability control tightly controls the V-twin's power, but BRP (the Spyder's manufacturer who also manufacturers Ski-Doo and Sea-Doo products) leaves riders enough freedom to lay down great patches of rubber from the wide, square-shouldered rear tire. The system quickly dials down the power as soon as any yaw is detected. Full ABS is also part of the Bosch package.

These electronic safety nets add an extra measure of security for Spyder riders, who will likely appreciate the fact that this vehicle is fundamentally more stable than a motorcycle. Spending five days running the roads of South East Michigan revealed the trike's most endearing character trait; it couldn't care less about pavement changes or potholes. When riding a motorcycle, one must be obsessively vigilant about road imperfections or risk a wipe out. Because of the Spyder's wide stance and compliant front suspension, the trike simply drives over everything like a car, leaving the rider more brain space to enjoy his position in the saddle.

The Spyder's performance grows on you after a few days behind the bars. Your muscles begin to anticipate their assignments and the riding gets easier. As you experience different riding scenarios (open roads, back roads, rush hour), the brilliance of the automatic gearbox sinks in. Like other character traits of the $15,499 Spyder, the transmission makes every ride easier, and sometimes, easier is just plain better.

Motorcycles

First Ride: 2008 Can Am Spyder SE5 Automatic