To prepare for a four-day trip with my dad to the Tail of the Dragon and surrounding areas on my Can-Am Ryker Rally, I ordered some accessories from Can-Am’s catalog, including protective pieces and luggage. I hoped these accessories would allow me to pack everything I’d need and provide peace of mind if I found some rougher roads to explore.
First, I replaced the Rally’s stock front vehicle protection with Can-Am’s Radiator Protector ($154.99). Since the Ryker Rally is mostly suited for mild gravel roads and not blazing new trails, I have never needed the large guard that the stock vehicle comes with. However, I have had an issue with rocks bouncing up into the gap between the front vehicle protection and the radiator – a problem I hoped this piece would solve.
Installing the new Radiator Protector was fairly straightforward, but the instructions include some steps that are not necessary for a vehicle that was already equipped with front vehicle protection. I was able to omit some of these steps, like drilling holes in the front fascia. There are also plastic tabs around an area that are meant to hold a square nut, and these tabs make it tricky to grip the nut to tighten it but don’t provide enough support to hold the nut in place. Aside from tearing up these tabs, the install was simple.
I also installed Can-Am’s Grille Protector Inserts ($69.99), which snap into place on either side of the grille where there is nothing to block debris. With these two pieces of protection in place, I feel much more confident in tackling the gravel and dirt roads that are so much fun on the Ryker, and these protective pieces have held up to everything I threw at them during our trip and beyond.
For extra storage, I fitted the Ryker with Can-Am’s Linq 40L Roll-Top Bag ($229.99), the Ryker Tank Bag ($129.99), and the Shad Saddlebag Liner ($60.99). Since the roll-top bag is part of Can-Am’s Linq system (designed to work across many Can-Am product lines), installation was easy. It requires the Max Mount behind the pilot’s seat, which comes standard on the Ryker Rally and is available as an accessory on other models, as well as the Ryker Linq Plate ($259.99), an additional accessory that opens the door for many compatible Linq accessories. The waterproof roll-top bag snaps onto the Linq Plate with one hidden latch, which can be swapped for a locking latch for extra security.
The Tank Bag was another easy install. Two screws near the fuel cap and three straps secure the base of the bag to the Ryker. The bag itself attaches magnetically to the base, with two buckles adding extra security and allowing you to quickly move the bag out of the way of the fuel cap for gas stops. The Tank Bag includes a clear pouch on top for a phone and a port to run a charging cord. The last of my accessories for this trip was the Shad Saddlebag Liner, which fits perfectly into my Shad Hard Saddlebag.
During our trip to the Tail of the Dragon, I particularly enjoyed the plentiful storage of the roll-top bag. The yellow interior makes seeing items easier, and the carrying handle was convenient while unloading the Ryker at hotels. The saddlebag liner was similarly useful. Without the liner, I’ve had to under-fill and squish down my items to get them to fit without spilling out when the bag is opened. But with the liner, I can fill the bag to capacity and easily carry it off the bike with the cross-body strap.
The tankbag was useful for storing small items like my wallet and phone. However, I ran into an issue on one of the hotter days of the trip. With the sun beaming down on the clear plastic cover, my phone underneath became overheated and shut off. On hot days, my phone benefits from the airflow when placed on a handlebar phone mount.
Although the tankbag’s phone pocket was not ideal for hot days, it was very useful when we ran into rainfall on our last day and kept my phone sheltered from rain under the plastic cover. The roll-top bag’s waterproof claims were also proven correct, and all my belongings were completely dry after riding in the rain for several hours.
With these Can-Am accessories, I was able to put my worries aside and enjoy a beautiful week of riding with my dad, and I’m more confident in planning longer trips for the future.
In Rider Rewind, a special section in 2024 issues that celebrates moments in Rider’s 50-year history, we showcased Motorcycles of the Year for 1990-2006 in the October issue and for 2007-2023 in the November issue.
For the past 35 years, Rider’s editors have reviewed the annual batch of new and significantly updated motorcycles and narrowed them down to a handful of finalists. The Motorcycle of the Year is the bike we believe best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
In the early days, we published the Touring Top Ten, which included the best seven motorcycles in various categories, two general categories (such as Top Innovation), and a Motorcycle of the Year. We limited motorcycles to those in the current model year, and production timing used to be so early that we published the Touring Top Ten in the May issue.
As the magazine’s mission expanded, our annual awards evolved. In 1999 – our 25th anniversary – they became Rider’s Top Ten. In 2003, we adopted our current format of selecting a top tier of finalists and one winner. Production timing has changed such that the MOTY selection was pushed later into the year, and we began to include current and upcoming model years because they now often overlap.
For the 2024 Motorcycle of the Year, there were nearly 100 eligible contenders. We narrowed them down to 10 finalists and one winner.
Re-entering the motorcycle market after a decades-long hiatus, Can-Am has embraced the electric future with the Origin dual-sport and the Pulse roadster, which are propelled by a 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing 47 hp and 53 lb-ft of torque. The bikes have innovative features like active regeneration and an enclosed drive chain in an oil bath with an automatic tensioning system.
CFMOTO has been selling motorcycles in the U.S. for only a few years, and it continues to expand its lineup. Its new Ibex 450 is a highly capable rally-style adventure bike powered by a 449cc parallel-Twin that makes 44 hp and 32.5 lb-ft of torque. Priced at just $6,499, it’s equipped with tubeless spoked wheels, switchable ABS and TC, adjustable suspension and seat height, and more.
Honda’s CB650R naked bike and CBR650R sportbike received expected updates like new styling, a TFT display, and revised switchgear. Unexpected was the new E-Clutch, which enables riders to start, stop, and change gears without using the clutch lever. Riders can switch between automatic and manual clutch operation, giving newbies a helping hand and veterans more flexibility.
In the evolution of the Husqvarna Svartpilen from 701 to 801, its 673cc Single was replaced with the 799cc LC8c parallel-Twin also found in KTM’s 790 Duke and 790 Adventure. Compared to the 701, the 801 has more horsepower (105), more torque (64.2 lb-ft), and a higher power-to-weight ratio. The “Black Arrow” is brimming with useful tech, is a full-tilt backroad bomber, and won’t break the bank at $10,899.
A decade after its 2015 debut, Indian’s Scout platform got a full makeover. The cast-aluminum frame was replaced with a tubular-steel unit, and the entire lineup is now powered by the SpeedPlus 1250 V-Twin, which produces 105 hp (110 on the 101 Scout) and 82 lb-ft of torque. Five models – Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout – are available in three trim levels.
SMT stands for “Supermoto Touring,” two words not normally used together to describe one motorcycle. The original 2010-2013 KTM 990 SMT was a touring variant of a big-bore Supermoto platform, while the new 890 SMT is a sport-touring variant of the 890 Adventure R mixed with some 890 Duke bits. With 17-inch wheels shod with sticky tires, it’s a hooligan’s dream with enough comfort for weekend getaways.
When Royal Enfield’s Himalayan adventure bike debuted in 2016, it was a solid but low-power, low-tech machine. It got a major overhaul this year, with a new liquid-cooled 452cc Single that makes more power (39.5 hp, up from 24) and torque (29.5 lb-ft, up from 24), a new chassis, and more modern features and styling. We were impressed with its capabilities when we tested it in the Himalayas.
The Suzuki GSX-S1000GT+, Rider’s 2022 MOTY, delivered “all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable [price].” The new GX+ version is taller with a more upright riding position, blending sport-touring with attributes of an ADV to be the “supreme sport crossover.” It also has a 6-axis IMU and Suzuki’s first electronic suspension system.
Known for its 675cc-and-up sportbikes, ADVs, roadsters, and neo-classics, Triumph expanded its lineup with the Speed 400 roadster and Scrambler 400 X, both powered by a 398cc Single. They’re fun, stylish bikes that are beginner- and budget-friendly – just $4,995 for the Speed 400 and $5,595 for the Scrambler 400 X. If we’re going to attract the next generation, we need more bikes like these.
The MT-09 is a hugely popular bike for Yamaha, so much so that it is now in its fourth generation since being introduced in 2014. We’ve always been big fans of its rowdy inline-Triple. Updated for 2024, the bike is a riot to ride yet offers a high level of refinement and sophistication for $10,599. The SP version, which gets up-spec suspension and brakes, is even better.
Thousands of street-legal motorcycles have been released over the past 50 years, and we’ve ridden and evaluated as many of them as we could get our hands on. Most have been good, some have been great, but only a few have achieved icon status.
Two such motorcycles – Honda’s Gold Wing and BMW’s R-series GS – certainly qualify as icons, and both have won Rider’s Motorcycle of the Year award twice. The Gold Wing won in 2001 and 2018, and the BMW R-GS won in 1995 and 2005.
With the introduction of the R 1300 GS for 2024, BMW’s R-series GS can add a third Rider MOTY title to its long list of awards and accolades.
Over the past two decades, the adventure-bike segment has exploded, and nearly every manufacturer offers multiple adventure models, ranging in size from less than 400cc to well over 1,200cc. The genesis of this trend – one of the few bright spots in the motorcycle industry since the Great Recession of 2008 – can be traced back to 1980, when BMW launched the R 80 G/S. It was the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure.
The R-series GS evolved steadily over time, with engine displacement increasing, new features and technology being added, and market share growing. The R-series GS is BMW’s bestselling model, and the one-millionth boxer-powered GS was built in mid-2023. Last September, on the 100th anniversary of BMW Motorrad’s first production motorcycle, the new R 1300 GS was unveiled.
Development of the R 1300 GS started seven years ago – two years before the R 1250 GS was introduced. Having squeezed as much as possible out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The new GS weighs 26 lb less than the R 1250 GS. Displacement increased from 1,254cc to 1,300cc, peak horsepower was boosted from 136 to 145, and peak torque increased from 105 to 110 lb-ft.
The R 1300 GS has new electronic rider aids, a completely new frame, and upgraded EVO Telelever and EVO Paralever suspension with optional adaptive vehicle height control. The GS’s new styling has been somewhat controversial, particularly its more aerodynamic bodywork and X-shaped matrix headlight, but BMW designers wanted to set the R 1300 GS apart from its predecessors.
After test riding the R 1300 GS on- and off-road at its global launch, we had this to say: “Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.”
Congratulations to BMW for the R 1300 GS, Rider’s 2024 Motorcycle of the Year!
There was something both eerie and mesmerizing about riding the 2025 Can-Am Pulse and Origin electric motorcycles at their launch in Austin, Texas. The Pulse roadster and Origin dual-sport are eerily silent thanks to their electric drivetrains and enclosed chains attached to single-sided swingarms, eliminating any residual noise you’d expect from a traditional motorcycle.
As a result, you’re hyper-aware of the sensation of speed, the sounds of road surfaces beneath you, and the rushing wind. You also notice other annoying noises like squeaky brake pads, suspension components, and even jacket zippers.
Electric motorcycles are here to stay, and although more technology is needed to match the auto sector from brands like Tesla and Rivian, Can-Am has made significant strides without compromising aesthetics or road-going feel. Going electric is a bold move for Can-Am, which last produced motorcycles in 1987. Known for its off-road prowess, Can-Am’s 125 and 250cc dirtbikes won races like the International Six Days Enduro and swept the AMA 250 Motocross National Championship in 1974.
Rather than returning with a motocross bike, Can-Am is looking ahead, aiming to establish a new baseline in the electric motorcycle market dominated by brands like Zero, Energica, and LiveWire. First unveiled with minimal details in 2022, the Pulse and Origin now join Can-Am’s on-road lineup alongside the Spyder and Ryker three-wheelers.
The Can-Am Pulse and Origin both use the same 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing a claimed 47 hp and 53 lb-ft of torque. While these figures may seem modest, the bikes’ instantaneous power delivery makes them comparable to a midweight 700cc ICE bike, though the top speed is electronically limited to 80 mph to preserve battery life. The Pulse accelerates from 0-60 mph in 3.8 seconds, the Origin in 4.3 seconds. Twist the throttle, and there’s no delay – just a seamless surge forward.
After more than five years of development, engineers built a 8.9-kWh lithium-ion battery pack. A larger battery would compromise handling, aesthetics, and the impressively low weights of 399 lb for the Pulse and 413 lb for the Origin. The battery also serves as a structural part of the frame, contributing to weight savings and a design inspired by Canadian night owls.
A liquid-cooling system manages heat for the battery, inverter, onboard charger, and motor, helping to extend battery life and optimize both range and charging times compared to air-cooled systems. Even after hours of riding in intense Austin heat, these new platforms remained cool.
The regenerative braking system on the Can-Am Pulse and Origin offers two modes: Passive and Active. Passive regenerative braking operates automatically whenever you release the throttle or apply the brakes, seamlessly funneling energy back to the battery through the ECU without requiring rider input. This mode offers mild energy recovery and mimics the natural engine braking of a traditional gas-powered motorcycle, providing smooth and predictable deceleration – ideal for everyday city or highway riding.
For riders seeking more control over energy recovery or braking, Active regen steps in. You can fine-tune the regenerative settings – Off, Min, or Max – to tailor the bike’s performance to specific riding conditions. Initially, I thought I’d dislike this feature and often kept it off, but outside of dirt riding, I found myself preferring it set to Max. Active regen delivers up to four times more energy back to the battery compared to Passive mode and is engaged by twisting the throttle in reverse, much like rolling on engine braking. This setting applies a stronger braking force, making it invaluable when riding aggressively, navigating steep descents, or slowing down quickly.
Can-Am claims the Origin has a range up to 90 miles in the city and 71 miles in mixed riding, while the Pulse offers a city range of around 100 miles and 80 in mixed conditions. I rode each bike for about 45 miles. The above claims are accurate if you’re not pushing the bike hard or running at sustained high speeds – longer highway rides drain batteries fast. Even using the Pulse’s maximum regen settings, I had about 7 miles remaining after 45 miles.
The bikes come with 6.6-kW chargers that support Level 1 and Level 2 charging, lacking the faster Level 3 DC charging available on bikes like the LiveWire One. With Level 2 charging, the estimated time to charge from 20-80% is about 50 minutes, and 0-100% is about 1.5 hours. For Level 1 charging, 20-80% takes 3 hours and 10 minutes, and 0-100% takes 5 hours and 15 minutes.
One standout feature is the enclosed chain case, which keeps the chain quiet and protected with an oil bath and an automatic tensioning system. This design reduces noise and requires minimal maintenance – you change the oil in the chain case after 5,000 miles and then every 10,000 miles afterward. The enclosed chain is protected from debris and is expected to last more than 100,000 miles.
Although these bikes are light, Can-Am provides a reverse function. You simultaneously hold the starter button with the regen engaged until an “R” shows on the display. Then, you use the reverse throttle function to back up. This was useful while riding dirt tracks on the Origin but likely won’t be used much on the street.
Both bikes come with four riding modes: Normal, Eco, Rain, and Sport+. The Origin adds two additional modes: Off-Road and Off-Road+. I experimented with all modes, and Sport+ is ideal on the street. When venturing off-road on the Origin, Off-Road and Off-Road+ are the way to go.
Both feature a 10.25-inch touchscreen interface with Apple CarPlay and support for over-the-air software updates. Through the Can-Am app, riders can check essential data like battery levels, remaining range, vehicle location, and estimated charging time – keeping them fully in control and connected. Android compatibility is in the works.
Both bikes come with KYB and Sachs suspension components and brakes by J.Juan, featuring a 320mm disc and a 2-piston floating caliper up front and a 240mm disc and a 1-piston floating caliper in the rear. ABS and traction control are standard. In terms of build quality, both bikes feel premium. There’s texture built into everything, from the seat that looks like a hard plastic unit to the actual paint.
Can-Am Pulse: Smart City Bike
The Pulse is one of the best urban commuters available – especially for those working and residing in larger cities like Austin, Los Angeles, and New York City. I logged around 45 miles through congested traffic, wide-open highways, and tight city streets, seeing ambient temperatures as high as 109 degrees F on the display. If this were a gas-powered bike, things would have been much stickier. This commuter runs super cool, making those stop-and-go situations downtown more comfortable.
At first glance, the Pulse looks small, but don’t be fooled – its proportions are well-suited for taller riders. As someone close to 6 feet, the rider triangle (seat, pegs, and handlebars) felt perfect for me. The low 30.9-inch seat height kept my posture upright and relaxed, and the lightweight build made it easy to thread through traffic. The riding position is on par with many naked sportbikes.
The most noticeable distinction between the road-focused Pulse and the dual-sport Origin lies in the wheels, tires, and suspension. The Pulse is equipped with 17-inch cast wheels wrapped in street-proven Dunlop Sportmax GPR-300 rubber. The suspension setup features a 41mm KYB fork that’s non-adjustable up front paired with a preload-adjustable Sachs shock at the rear, both offering 5.5 inches of travel. With that travel and a ground clearance of 5.7 inches, the Pulse handled Austin’s imperfect streets effortlessly without sacrificing comfort.
While the Pulse might look like a small commuter, its 47-hp motor offers more than enough punch to get you up to highway speeds. Out of the four modes available, I spent nearly all my time in Sport+. The difference among the modes is throttle response; power remains the same, as does battery usage.
When battery levels drop below 10%, the bike will gradually restrict power until you’re basically in Eco mode, which feels like there is no throttle response – almost as if you could go faster doing the Fred Flintstone. Not too safe, but at least you have enough warning to get off major highways and reach a charging station. Braking is powerful, with just a one-finger pull needed on the front lever or a tap of the foot (especially when using max regen), and the nonswitchable ABS never allowed the wheels to lock during emergency braking tests.
A hundred miles is plenty for daily commuting, but for longer rides that deplete the charge during extended high-speed sections, planning your charging stops is necessary.
Can-Am Origin: The Smartest Dual-Sport
After my 45-mile urban run on the Pulse, I switched over to the Can-Am Origin and headed to a private 400-acre off-road ranch just outside Austin. The Origin showed how great EV bikes can be off-road. It’s what I’ve dubbed the “smartest dual-sport” bike, offering a blend of advanced electric technology and rugged off-road performance.
Like on the Pulse, I used Sport+ on road sections with regen at Max, providing instant throttle response and quick regen braking. While riding off-road, Off-Road+ mode was best, automatically adjusting settings for optimal performance. The Rotax E-Power motor delivered the same 47 hp but is tuned for off-road conditions. Combined with the bike’s 10 inches of front and rear suspension travel, the Origin handled off-road tracks of both loose and packed sand without issue. It’s no motocross bike, but it felt as easy to ride as a Suzuki DR-Z400 or similar dual-sport.
While I didn’t max out the Origin’s range off-road, I estimate it would comfortably handle about 60 miles in mixed conditions. Like the Pulse, the Origin’s range is its only real limitation. The suspension, build quality, and overall performance exceed expectations, but for long days on the trails, you’ll need to plan for recharging time.
The 34.5-inch seat height might intimidate shorter riders, but once you’re moving, the bike’s lightness and balance make it easy to control. The 10.2 inches of ground clearance ensured nothing scraped, even on rugged trails, and the 43mm KYB front fork handled jumps and uneven terrain without any feeling of losing control. And of course, the 21/18-inch wheel setup helped. And wisely, Can-Am chose tube-type tires for the Origin: Dunlop D605 rubber.
One of my favorite aspects of the Origin is its innovative design that significantly reduces squat due to the engine being integrated into the rear swingarm. Squat refers to the rear suspension compressing under acceleration, which can improve traction but may negatively affect handling. By housing the motor within the swingarm, the Origin maintains constant chain tension, eliminating the chain slack that typically contributes to squat in conventional motorcycles.
This design simplifies drivetrain dynamics and ensures more efficient power transfer, resulting in up to 95% less squat. The bike remains stable during acceleration because the rear suspension doesn’t compress excessively, enhancing handling and control, especially on mixed terrain. This innovative approach addresses a key challenge in motorcycle dynamics, and I’m sure we’ll see more designs like this in the future.
Range is the Only Drawback | Can-Am Pulse and Origin
If Can-Am can crack the range issue, these bikes would be unstoppable. Everything else – build quality, performance, design, and tech – is simply outstanding, especially my two favorite elements, the active regen and anti-squatting due to the motor being placed in the swingarm.
For now, the 71- to 100-mile range may limit their appeal to certain riders. But for those looking to get ahead of the curve in the electric motorcycle world – especially city dwellers who may want some limited off-road action – the 2025 Can-Am Pulse and Origin are setting a new standard.
Originally unveiled in 2022, the all-electric Can-Am Motorcycles Origin dual-sport and Pulse streetbike will get a full launch with more details and specs this fall. For now, Can-Am has released a four-episode docuseries that follows the creation of these electric motorcycles, which mark Can-Am’s reentrance into the two-wheeled segment.
Can-Am is 51 years old in 2024, and the brand has a storied history of two-wheeled innovation to draw on for the creation of the Origin and Pulse. The first Can-Am motocross bike, built in 1973, saw immediate success in motocross and endurance racing. The company continued building off-road motorcycles until 1987. In 1998, it launched a line of ATVs, and in 2007, the three-wheeled Spyder RS emerged, followed by other on-road three-wheeled machines.
Both the Can-Am Origin and Can-Am Pulse will be powered by Rotax E-Power technology. Working closely with Rotax in Austria, BRP (Can-Am’s parent company) has been able to create a motor designed specifically for these motorcycles. In the third episode of the docuseries, Jean-Francois Lambert, vice president of advanced technology and electric vehicle development, explains that the battery is located at the center, the inverter on one side, the VCU on the other side, the charger on top of the package, and the motor in the swingarm.
The Origin and Pulse also feature LED headlights, TFT displays, white and gray bodywork, inverted forks, single-disc brakes, and solo seats.
Ahead of the full launch of these two new all-electric models later in the year, viewers can learn more about the creation of the Can-Am Origin and Can-Am Pulse by watching the short docuseries episodes below.
I haven’t been on a vehicle with three wheels since I was a kid tearing around my family’s back patio on my Big Wheel. And I’ve never been on one powered by something other than my legs, so I was definitely curious about the experience of riding a 2023 Can-Am Spyder RT Sea-to-Sky.
If I were a betting man, I’d guess BRP, Can-Am’s parent company, gets tired of hearing, “It’s not a motorcycle.” Well, after 1,100-plus miles on the top-of-the-line touring model, which included about 900 miles roundtrip from Southern California to the high desert of southern Utah and back, as well as taking it for a spin with several passengers, including my 11-year-old son, my “gradually coming around to anything less than four wheels” wife, and my 77-year-old father with Parkinson’s, I believe the Spyder defies a lot of categories.
Down by the Seaside | Can-Am Spyder RT
Before taking the Sea-To-Sky home from Torrance, California, I rode it to meet up with Kevin Duke, the EIC of our sibling publication American Rider, in Seal Beach for dinner. This is where the STS felt right at home: by the sea. I could envision myself regularly hopping on and cruising around any number of beach communities with some tunes cranking from the very capable six-speaker BRP Audio Premium sound system. Whether going up the coast or just to the market, the 47 gallons (178 liters) of storage is ample for whatever you need to carry along. And if not, it’s calibrated to pull a Can-Am trailer.
After dinner, I hopped back on the freeway for a nighttime ride to my hotel. That’s when I discovered that only certain switches are backlit. The turn indicator switch is not one of them. Nor is the horn. As a result, I inadvertently honked at a few people when I was trying to let them know I was changing lanes. And while the signals are self-canceling, the switch is difficult to turn off when changing lanes, often just turning on the other signal.
With rush-hour traffic cleared, I got my first taste of what the STS could do with a little breathing room. All Spyder RT models are powered by a liquid-cooled, 1,330cc Rotax ACE (Advanced Combustion Efficiency) inline-Triple making a claimed 115 hp at 7,250 rpm and 96 lb-ft at 5,000 rpm. Given its 1,021-lb dry weight, the power-to-weight ratio is fairly low. With a smooth throttle-by-wire, it doesn’t have any problem launching off the line, but if you need to quickly overtake at higher speeds, you’ll need to drop it down a gear or two. I would’ve welcomed a ride mode besides just standard or Eco that offered quicker power delivery.
Speaking of quick shifts, the RTs have a 6-speed semi-automatic transmission with shifting handled manually with thumb and index-finger paddles on the left grip. However, the left grip felt a little small for this arrangement. I don’t have big hands, but the space felt a little tight, especially with bulkier heated gloves, and I worried that I would accidentally trigger one of the paddles. The RTs will downshift automatically, but I had a couple issues with this, including responsiveness. When I would coast to slow from 6th, unless I applied the brakes, I could get down to around 1,800 rpm before it downshifted, which meant that if I needed to accelerate again in a hurry, I’d either be trying to do it in a too-high gear or have to quickly downshift manually. Also, when I was cruising around town (where the automatic downshifter works better), I sometimes forgot I had to manually upshift.
However, the inline-Triple holds its own at speed, and for my early introduction to a Can-Am Spyder RT, it was a blast bombing down the California freeways and through the evening mist caught in the yellow halogen cones of light while Led Zeppelin wailed from the speakers. I was definitely grinning, so maybe the people I honked at thought it was out of exuberance.
Spirit in the Sky | Can-Am Spyder RT
The next morning, I started the 450-mile journey from sea level to my home at 6,000 feet, providing an idea of how this luxury tourer handles long hours in the saddle. However, I pushed it a little more than just a casual tour – strictly for research purposes, of course.
The first thing I noticed was how three wheels affects the suspension experience. The RT Sea-to-Sky has Sachs suspension components, nonadjustable in the front with 6.9 inches of travel and with manual air preload adjustment in the rear with 6.0 inches of travel. On two wheels, you only dip or rebound, but each side of the RT’s front suspension system works independently of the other, which creates a different plane of movement than two wheels. For example, if the road conditions are different on one side of the lane or you ride over a change in road surface at an angle, there is not just the front/back suspension travel but also a side-to-side change, which takes some getting used to. However, on a consistent road surface, I was able to get the Spyder just south of triple digits on a couple straightaways, and it was surprisingly smooth.
Cornering is probably the biggest difference in the ride. The owner’s manual is very clear on this point: “Do not countersteer as you do with a motorcycle. Unlike a motorcycle, this 3-wheel vehicle cannot lean while turning. You must relearn how to turn. … You will feel sideways forces pushing you to the outside of the turn. … In tight turns, it may help to lean your upper body forward and toward the inside of the turn.”
I couldn’t have said it much better. When cornering on a motorcycle, the rider and vehicle lean together. When cornering on a Spyder, the vehicle pivots and the rider leans to compensate for centrifugal forces. I went into several corners pretty hot, and it took some muscling to hold my line. All Can-Am Spyders are equipped with a Bosch-engineered Vehicle Stability System (VSS), which integrates ABS, electronic brake-force distribution, traction control, and stability control, along with Dynamic Power Steering. Being new to the three-wheeled experience, I had to calm my nerves a bit until I got more comfortable with the dynamics. Only having a foot brake – albeit a substantially sized pedal – also required some adaptation.
If you’re not in a hurry, these things won’t be as much of an issue. But if you’re wanting to push it a little more, it’s an engaging experience, in some ways more immersive and intense than riding a motorcycle. To maneuver at speed, I had to pay attention and work a little more.
Given these experiences – which reminded me of riding ATVs in my younger, wilder years – even though people talk about how great Can-Ams are for those who don’t want – or are unable – to wrangle a bigger touring bike anymore, the RT is also a good match for those who are looking to transition out of the four-wheeler world into something they can pack up and take on the road while enjoying an open-air, full-body experience.
However, when you do take it on a roadtrip, don’t expect stellar mileage. On my trip from California to Utah, I averaged 28.7 mpg. With a 7-gallon tank, this adds up to just over 200 miles of range. But with a roomy and plush seat, wide and long footboards, an electrically adjustable windscreen, and adjustable side wind deflectors, it’s easy to do these miles in one sitting. Keep an eye on that range, though, as the countdown of remaining miles to fill-up disappears when you drop below 20 miles.
You may also lose a little oomph in mountain passes. On the Black Ridge just south of my home, the interstate climbs about 2,000 feet over the span of a dozen miles, and when I hit a 15-mph headwind coming up the ridge, the RT couldn’t hold its speed. However, thanks to the three wheels, I never had any clench moments when I got blasted by crosswinds over the span of nearly 500 miles.
With all those solo touring miles, once I returned home, I was excited to take the Spyder out with some pretty tough critics riding pillion.
My 11-year-old son, who has ridden with me on most test bikes I’ve reviewed, said he loved it more than any of the others. In the October 2023 Exhaust Note, I talked about how he gets a little nervous leaning over on curvy roads, so I think he liked the stability on the Spyder. I also talked about his “flying” arms when we’re on straightaways. I caught a glimpse of those spread arms in the mirrors of the Can-Am, as well as hearing shouts of jubilation as we cruised the rural valley outside of town blasting Imagine Dragons, one of his favorite bands. (Did I mention that the sound system is one of the best I’ve heard?)
My wife and I are on mostly common ground when it comes to music, and I often put our mellow Ray LaMontagne library on shuffle when we’re on two-wheel tourers, but the Can-Am felt better suited to the rowdier Nathaniel Rateliff. This is maybe why I ended up pushing it a little more when she was on the back. She had a similar difficulty getting used to the sensations of the three-wheeled suspension and cornering at higher speeds. However, she liked the wide seat and backrest and thought the grips were better situated than some other bikes, which were more of a reach for her and ended up causing back discomfort.
My dad is an outlaw country guy. I’m also a Waylon, Willie, and Johnny fan, so I could’ve played that when we went for a ride, but I wanted him to experience the pure ride for what it was: his first time climbing aboard something with less than four wheels (or hooves) in decades, a moment especially poignant given his Parkinson’s diagnosis. We clunked helmets a few times, but about 20 minutes in, when I thought he might be getting tired, he gave me the thumbs up, and we kept going.
I had prepped him with a few things to think about during the ride, and when we got back, I could tell he really enjoyed it, and I asked him to put together a couple paragraphs about his experience. He sent me about 2,300 words. And to think I used to get in trouble for not following directions.
Because he has a way with words and makes some interesting observations about the nature of being a motorcycle journalist, I have included the (mostly) unabridged version after the spec chart below, but to summarize based on his “essay” and my conversation with him, riding the Spyder was a good experience. As with my wife, he appreciated the comfort of the ride, the generous room for a passenger, the cushy seat, large passenger footboards, and foam hand grips.
“If my Can-Am ride antedated our (recent) final decision on new dining room chairs,” he wrote, “so comfortable was the seat on the Can-Am that there would now be four of them, each one parked on the four sides of our dining room table.”
He also agreed with how smooth the ride was at speed, with no helmet buffeting – or anxiety – as we got up near 80 mph. Most important to him, however, was the sense of stability. Many injuries suffered by people with Parkinson’s are the result of falling, which starts with a lack of balance.
“When we start to take a fall, we do not react appropriately. … The positioning of the handgrips and the legs of an individual riding pillion on the Can-Am, combined with the lack of leaning required from a passenger, contraindicate getting into a fall trajectory posture.”
I was just glad he had fun.
In “Everyday People,” Sly and the Family Stone sings about “different strokes for different folks.” The 2023 Can-Am Spyder RT Sea-To-Sky may be the perfect vehicle for those looking to transition from two wheels to something easier to handle or from a four-wheeler to something that opens up a new world of possibilities. Or just someone looking for a new experience.
It’s a hard vehicle to define, but once you get over the fact that it’s not exactly what you’re used to, you can learn to enjoy it on its own terms. It gave me a chance to do something with my father that I may not ever get to do again, and for that, I will always be grateful.
Thoughts on the Can-Am Spyder RT Sea-to-Sky and other topics by Daniel R. Dail:
My son Paul tests and reviews motorcycles for a living for two upscale magazines. I am moved to wonder how many men envy him in this, one of the more unusual, if not bizarre, mixtures of the arts and sciences that one can conjure up.
In thinking about it, it may not be as strange as it seemed at first glance. Someone has to do it. I never gave it much thought until now, but machines can have a legacy that’s truly their own. Think not? Think again. The Ford Mustang. The 1932 Ford Coupe. The Harley Davidson 1948 Panhead, 1964 Chevy Camaro, 1964 Ford Edsel, and hundreds, perhaps thousands more. In each case, someone has to tell its story, set in motion those things that would become part of what that machine represents. Even in the case of classic failure (Edsel), someone has to start the record.
Welcome to the intersection, the place where the impossible happens, the lamb lays down with the lion, a place where the sword ever so gently embraces the pen, and the covenant they share creates the story of a particular machine through the gauntlet, through fire and ice. That story may very well turn out to be that machine’s legacy. A motorcycle journalist position requires excellent judgment, a solid business acumen, and astute instincts for diplomacy when writing up the assessment report on a particular make or model of motorcycle.
There are spectacular true accounts, especially in automotive history, whereupon the future of an entire company, its stakeholders, and employees were riding on the acceptance of a new model or concept, only to be driven askew by a negative review. Occasionally, a sword can be withdrawn in time to stem the hemorrhaging; rarely, if ever, can this happen with the pen.
I can give no assurances that Paul himself is fully cognizant of the enormous power he wields in carrying out of his duties in what his older brother has labeled a dream job. Whether a novelist or essayist, while holding a reader’s interest is important, holding their trust is the Holy Grail. History is replete with accounts of multitudes of humanity who have given over the gift of their trust to a charismatic leader only to be richly rewarded; others have paid the ultimate price for the misplacement of their gift of trust. They didn’t drink poison from the cup because they were thirsty; they drank it because they trusted the person serving it to them. I am of the opinion that trust has been undervalued – not given its due.
Paul’s typical first ride on a particular motorcycle to which he has been assigned originates in traffic-choked Los Angeles County, population density over 2,400 people per square mile and 89 feet in elevation, and it draws to a conclusion about 450 miles away in Iron County, Utah, density 15 people per square mile and elevation just under 6,000 feet.
Much of the ride is on the high desert (aka cold desert) biome of the Mojave, a moody, ever-changing landscape with a beauty all its own that can suddenly be interrupted by a hostile paint-stripping sandstorm or a 30-degree temperature plummet that can only be a prelude to a marble-sized summer hailstorm. Then there’s the much feared and much maligned gully washer. Torrents of water seemingly appearing out of nowhere, laying to waste everything in its path.
Much of this rather fragile land has not taken kindly to the scars carved into its surface by marauding throngs of dirtbikes, dynamite blasts which would become manmade gorges, and incessant assaults from a developer’s bulldozer. They tear out the sage and uproot the juniper trees and then name the streets after them.
There is a rich history of native people inhabiting parts of Mojave, but for the most part it is rather hostile to human habitation. There, a lone motorcyclist has to develop good instincts for changing conditions.
Compared to Paul, I am an imposter, a poor replica of the real thing. But here I am, neither a writer nor motorcycle afficionado, preparing for a small taste of what my son does professionally. But I am a creature of my own design. I am what I call a “word stylist,” an inferior subspecies of writer who writes from a place of raw emotion and who has but a fleeting acknowledgement of the rules of punctuation and sentence structure.
I am schooled in the sciences, so it doesn’t make sense that I am so attracted to “paragraphical” sentences and the use of ten words when five will do nicely. I like to push the limits of language. I think that there is a certain elegance in the use – but not overuse – of archaic words and phrases. Elaboration knows no better friend than I.
So how do I earn the reader’s trust? The first thing that I must do is remember is to stay in my own lane, figuratively speaking. I have been invited to be a guest on board the Can-Am Spyder RT Sea-To-Sky (hereafter, the “Can-Am”). Nothing more. I will not handle any controls, bells, or whistles unrelated to my role as an uninformed passenger with a paucity of technical acumen aboard a behemoth of a machine that bears no resemblance to the arachnid for which it is named. Looking down from aloft, there is an unmistakable likeness to a scorpion, however. Somebody really missed the mark naming this machine. And “Sea to Sky”? Out of fairness, there is no ocean front nearby to Cedar City, but the whole time I was on board the Can-Am, not once did it leave solid ground to become airborne.
After I have become thoroughly saturated by the experience aboard the Can-Am, like Paul, I will be asked to write about it, but unlike Paul, my testimony will be stripped of technical jargon or inference made from previous experiences because I haven’t had any, unless you count a Cushman Highlander and a Triumph 250cc bike in the early 1960s.
My contribution will be largely sensory: What does it feel like? So it would seem that my value to this story is that I don’t know very much, and if I can own up to it (stay in my lane) and not try to convince the readers otherwise, I will have served my purpose.
Particularly pertinent to this venture into the unknown are my age – I am 77 – and that I have a neurodegenerative disorder, Parkinson’s disease. This makes me susceptible to a myriad of symptoms that, without some accommodation, might make the ride on the Can-Am something less than a good idea.
Seventy-seven years requires little in the way of an explanation. I didn’t do anything wrong, and I didn’t do it on purpose; it just turned out that way on my last birthday.
Parkinson’s disease is another set of circumstances and plays heavily into what I can say about the view perched in the “not aloft” of the passenger seat of the Can-Am (there is no awkward towering over the driver).
Were I asked to give a one-word description of the Can-Am, it would be “generous.” There is more than ample room for driver or passenger to mount first, assisted by the three points of contact with the ground. For someone with Parkinson’s, this could be the difference between going or having to stay home.
On this particular day, I sauntered up, stepped on the main footboard with a confidence bolstered by the size of it, hoisted my right leg over the seat back, and eased slowly down the backrest gently kneading my lower back, waist, and rib cage as I settled down onto the seat with its rather complex combination of tucks, rolls, and rises. The seat pad yielded in places, and I redirected my legs to the large, stirrup-like 4×6-inch passenger footboards and tested the soft, ample 12-inch foam handgrips.
This may be as good a place as any to mention that my wife and I had been searching for some new dining room chairs about the same time as I took my ride on the Can-Am. For the dining room chairs, comfort needed to be the most important feature. We longed for those seemingly irretrievable days when family and good friends could sit around the dining room table for hours after a meal and just talk. Everything from Russia’s war in Ukraine to the possibility of a particular horse winning the Triple Crown might be discussed. No TV, and cellphones turned off. Just good conversation with people you care about.
We finally found chairs that looked like they would serve our needs nicely on Amazon, but if my Can-Am ride antedated our final decision on new dining room chairs, so comfortable was the seat on the Can-Am that there would now be four of them, each one parked on the four sides of our dining room table.
The basic platform of all Can-Am cycles is the same three-wheeled configuration of two up front and one behind. My assignment is very specific on this point. I’m bound to the notion of being someone who knows very little – or nothing – about the technical specifications of this machine and therefore have nothing of substance to say about this configuration without running the risk of not staying in my own lane as I promised I would do. I will leave the merits and drawbacks to others. I am confident, however, in saying the Can-Am gives an amazing sense of stability because of its three-wheel configuration.
Those of us with Parkinson’s disease don’t do well in crowded places, so riding pillion on a 4-inch-wide seat pushed up over the back of the driver would not be my idea of an ideal cycling experience. Neither would the reciprocal – nothing to give stability, or a sense of reckoning with the natural forces in the world within which we exist. Take gravity, for example. Taking any statistic on falling and adding Parkinson’s disease and adjusting for age, and it is worse.
Everything about falls, including occurrence, injury, hospitalizations, and deaths due to falls is worse with Parkison’s. Over time, the disease erodes one’s ability to react, reaching a point where, when we start to take a fall, we do not react appropriately. An example of appropriate reaction would be to raise your arms to cover your head or your face to lessen the damage done on impact or put your hands out in front of you to lessen the impact itself, to “break the fall.”
Falling is a surprisingly complicated action involving a large number of soft tissues and organs laid upon or protected by a rigid framework and a nervous system firing at blinding speed in an effort mitigate the damage. However, there is little in the way of mid-fall recovery when someone has Parkinson’s. Once you are in a fall trajectory, you are most likely to be consumed by a kind of helplessness so overwhelming that it is somewhat akin to being pulled into the fall. The trajectory is like a vacuum tube: You are literally sucked into it.
I have no first-hand experience to draw upon since my Parkinson’s diagnosis, so I must speculate that the leaning that is part of negotiating turns on a two-wheel motorcycle would not bode well with the balance problems of the kind that often accompany Parkinson’s. Leaning is also one of the ways we end up in a fall trajectory.
However, the positioning of the handgrips and the legs of an individual riding pillion on the Can-Am, combined with the lack of leaning required from a passenger, contraindicate getting into a fall trajectory posture. Additionally, the adjustable windscreen cuts a wide swath, leaving both passenger and driver well-protected from windblast, even at speeds in excess of 75 mph, which gave me an added sense of security.
So now we come to the elephant in the room. What is someone with Parkinson’s disease doing on a motor-driven cycle anyway? Well, PD is progressive disease: In early stage, it may not even be noticeable; at end stage, you’re more worried about where your next breath is coming from than going on a motorcycle ride (suffocation is responsible for a lot of deaths in people with PD). It’s what comes between early and end stage that really matters. And isn’t that pretty much the way it is for everyone, PD or not? Michael J. Fox made a couple of movies and filmed several episodes of the TV show Spin City in early-stage PD. Who knew? Now in the middle stages of PD, the disabling effects are considerably more evident. Perhaps he might have second thoughts about jumping on a Can-Am and taking an afternoon ride. Me? I wouldn’t give it a moment’s hesitation – at least not today. Just watch me.
This machine, the Can-Am Spyder RT Sea-To-Sky literally shouts the words “Riding Two Up,” given its generous dimensions, stability, and passenger accommodations aplenty.
Fifteen years after my diagnosis. I awaken almost every morning knowing that as soon as I wipe the sleep from my eyes, the fight for who will rule this day will already be under way. It’s going to be one helluva battle, and I am going to be right in the thick of it. My opponent is Parkinson’s disease. Some days I do pretty well – other days, not so much. But every day, every single day that I show up, PD will know it has been in a fight.
That is how I have earned Parkinson’s creds. It’s the same way Paul has earned motorcycle and writing creds…it’s the hard way. And because I have stayed in my own lane, shown the readers that I trust them, and because Paul Dail is my son, it has hopefully earned me at least a glimpse of the coveted treasure, the Holy Grail: the reader’s trust.
Can-Am and the Road Warrior Foundation (RWF), recently came together to host an unforgettable “Adventure Therapy” ride that covered nearly 2,000 miles aboard Can-Am Spyder 3-wheel vehicles. This year marked the 10th Annual Road Warrior Ride, which gives veterans the opportunity to disconnect from their day-to-day life and experience the incredible healing power of riding the open road, all completely free of charge.
The veterans were selected by RWF from a pool of hundreds of applicants, and as is the focus of every RWF adventure, they were all post-9/11 veterans with various injuries, both physical and mental. Something else they all shared: a craving for adventure and a need to inject some excitement in their lives. Riding is a perfect recipe for a group of likeminded strangers with so much in common.
“Can-Am has been the title sponsor of the Road Warrior Foundation since it was established in 2013, proudly helping to enable its mission to provide Adventure Therapy to U.S. Military veterans,” said Martin Ethier, Global Marketing Director, Can-Am. “We firmly believe that the open road is open to all, and through this sponsorship, we are able to bring that to life for a group of incredibly deserving riders.”
Prior to hitting the road, the group gathered in Lake George, NY, where they spent time getting to know each other and received a hero’s welcome from more than 300 Can-Am owners at SpyderQuest, an annual Can-Am owners event in beautiful upstate New York. Several of the riders had only recently acquired their motorcycle license, and most had very little experience riding in a group, so prior to the main event, Can-Am and RWF representatives did some closed-course and classroom training on the fleet of vehicles provided by Can-Am. Then it was time to hit the open road.
“Can-Am 3-wheel vehicles are the only vehicles that allow us to do what we do because it’s so easy to learn to ride,” said Stephen Berger, co-founder of the Road Warrior Foundation and U.S. Air Force veteran. “BRP provides us a fleet of vehicles that we keep all over the country, so for this ride and other smaller ones we have throughout the year, we’re able to get veterans of all skill levels out riding quickly by putting them through the Can-Am Rider Education Program.”
As always, once the wheels were rolling, the excitement was undeniable from all. The veterans experienced amazing views, great roads, and landmarks such as the National Baseball Hall of Fame in NY, the Flight 93 National Memorial in PA, and the National Museum of the USAF in OH. Undoubtedly, though, one of the biggest highlights was a Can-Am off-road experience at Badlands Off-Road Park in Attica, Indiana, where Can-Am dealer, Attica Motorsports, hosted the group while they enjoyed riding Can-Am Maverick, Defender, and Commander off-road vehicles through the park’s 1,400+ acres.
In addition to providing the fleet of vehicles, Can-Am also gave the riders a full suite of riding gear to cover the various climates they covered on their way from New York, through Pennsylvania, Ohio, West Virginia, Indiana, Illinois, and ultimately concluding at a Can-Am owners’ event called, “Spyders in the Ozarks,” with more than 300 Can-Am riders welcoming them as they rode into Nixa, MO.
About Road Warrior Foundation
The Road Warrior Foundation is an all-volunteer, non-profit 501(c)(3) organization that’s run by veterans, for veterans. The organization primarily utilizes powersports as Adventure Therapy to produce a challenging environment that puts deserving veterans back in the driver’s seat. The Foundation’s powersports experiences range from quick day-trips to multi-day rides like this one, as well as off-road days and snowmobiling excursions.
About BRP
BRP Inc. is a global leader in the world of powersports products, propulsion systems and boats built on over 80 years of ingenuity and intensive consumer focus. Through its portfolio of industry-leading and distinctive brands featuring Ski-Doo and Lynx snowmobiles, Sea-Doo watercraft and pontoons, Can-Am on and off-road vehicles, Alumacraft and Quintrex boats, Manitou pontoons and Rotax marine propulsion systems as well as Rotax engines for karts and recreational aircraft, BRP unlocks exhilarating adventures and provides access to experiences across different playgrounds. The Company completes its lines of products with a dedicated parts, accessories and apparel portfolio to fully optimize the riding experience. Committed to growing responsibly, BRP is developing electric models for its existing product lines and exploring new low voltage and human assisted product categories. Headquartered in Quebec, Canada, BRP has annual sales of CA$10 billion from over 130 countries and a global workforce of close to 23,000 driven, resourceful people.
Having recently celebrated my 50th birthday, I’ve already slipped into the old guy pastime of nostalgia, feeling wistful about days gone by. Seems like just yesterday that I was the know-nothing FNG on Rider’s staff, having just crawled out of the post-Hurricane Katrina, post-divorce wilderness, desperate to turn my life around. Within my first two months, still just a clueless oaf who won the dream-job lottery, I had not only reveled in the glory of being featured on the cover of the magazine but also suffered the humiliation of crashing two test bikes.
Perhaps to get me out of his hair while he decided if I was worth the trouble, former EIC Mark Tuttle handed me the key to a 2008 Can-Am Spyder and told me to get lost. Rather than being in the doghouse, my leash was unclipped. I packed my gear, hit the road, and returned one week and 2,600 miles later.
I’d like to think I’ve grown not only older but a little wiser since then. While that last part is debatable, the Spyder has certainly come a long way since my first ride. What started out as a single model introduced in 2007 – the Spyder RS roadster – has evolved into three model families: the playful Can-Am Ryker, the cruiser-like Spyder F3, and the touring-ready Spyder RT, with a total of 10 models between them. All share what parent company BRP calls “Y-architecture,” with two wheels in front and one in the back.
As three-wheeled vehicles (3WVs), Can-Am Rykers and Spyders don’t lean like two-wheelers do. Many motorcyclists dismiss them outright because of that, but their inherent stability is what the buyers of over 282,000 Can-Am 3WVs sold over the past 16 years love most about them.
I like anything on which I can go fast and have fun. Two wheels, three wheels, no wheels – doesn’t matter. Over Labor Day weekend, my brother-in-law and I bombed around on a pair of Sea-Doo watercraft (also made by BRP) at speeds up to 55 mph on the Intercoastal Waterway in Jacksonville, Florida, roosting spray and jumping waves with huge grins on our sunburned faces. So it felt perfectly natural to come home to California and hoon around on backroads and dirt byways on a Ryker Rally.
Can-Am Ryker Rally Redux
Introduced in 2019, the Can-Am Ryker is the youngest member of the company’s 3WV tribe, and it was designed to attract new riders. All Spyder F3 and Spyder RT models are powered by a 115-hp, 1,330cc Rotax ACE (Advanced Combustion Efficiency) inline-Triple, and their model-year 2023 prices range from $18,499 to $30,999. The Ryker provides a more accessible entry point in terms of power and price. The base model is available with a 50-hp 600cc Rotax ACE parallel-Twin for $8,999 or an 82-hp 900cc Rotax ACE inline-Triple for $10,699.
Like their Spyder brethren, Rykers are equipped with a Bosch-engineered Vehicle Stability System, which includes stability control, traction control, hill-hold control, and ABS. Spyders have Dynamic Power Steering, but Rykers do not, which gives them a more direct and natural handling feel. Rykers also have a driveshaft (Spyders are belt-driven), fully automatic CVT transmissions with reverse, and the UFit system, enabling handlebar and footpeg position to be adjusted without tools. Accessory body panels available in a wide range of colors allow Ryker owners to personalize their machines.
The Can-Am Ryker 900 has a standard ride mode, as well as Eco, which softens throttle response for better fuel economy, and Sport, which has more aggressive throttle response, turns off traction control at the rear wheel, and reduces VSS intervention to allow greater slip angles (slides).
Can-Am also offers two up-spec 900cc models: the Ryker Sport ($11,899) and the Ryker Rally ($13,899), both of which add cruise control and a MAX mount behind the rider’s seat for an accessory top trunk or passenger seat. The Sport adds a sport comfort seat, a full rear fender, and sport-style trim and finishes.
The Rally, which is designed to be ridden off-road, has reinforced wheels with rally tires, front grille protection, a rally handlebar with handguards, large cleated footpegs, an aluminum skid plate, a pre-filter for the air intake, mud flaps, auxiliary LED lights, and an Akrapovič exhaust. Instead of Sport mode, it has a Rally mode calibrated for low-traction surfaces.
Our Ryker Rally test machine was clad in all-black bodywork with a white handlebar and white wheels. (For 2024, Rally models will come with Hyper Silver wheels.) Since most of the Ryker is covered in matte-black plastic, we brightened it up by replacing the standard Intense Black front and side accent panels with the racier Heritage White IV set ($399.99), which has yellow and red stripes on a white background. The body panel kit, however, doesn’t extend to the accessory Mono Seat Cowl ($114.99) fitted on our test unit’s MAX mount, which would have rounded out the go-fast aesthetic.
Hoon Dog
With its twist-and-go CVT, peppy engine, Rally mode, wide handlebar, low seat, and feet-forward riding position, the 2023 Can-Am Ryker Rally is what Dr. Frankenstein would get if he stitched together a scooter, a cruiser, a go-kart, and an ATV. That may sound a little weird, but the result is a riding experience like no other.
At a stop light, take your foot off the brake pedal and pin the throttle, and the Ryker will light up the rear tire for a moment before the electro-nanny, er, VSS kicks in and the rubber hooks up. According to the owner’s manual, Rally mode is only intended for unpaved roads, but in the interest of thorough evaluation, I tested it on pavement and had a fair amount of fun. But with an 82-hp engine powering a 668-lb (dry) machine, we’re not talking Dodge Hellcat-like smoky burnouts or drifts.
Get the Rally on dirt or gravel, however, and it parties like it’s 1999. A quick flick of the wrist gets the rear wheel spinning, and if you keep giving the Ryker throttle, it will slide around until your arm gets tired. The tricky bit is correct steering input. Kick the tail out and steer to match the rear, and you’re treated to a sweet crossed-up powerslide. But kick the tail out with the handlebar turned in the other direction, and the front end will push sideways. Or you can go totally gonzo and pin the throttle, crank the bar, and whip the Ryker around in a donut while kicking up a giant cloud of dust.
Since I’m not an expert off-road rider or rally car driver, it took me a while to get the hang of things. But, like sex and pizza, even when it was bad it was still pretty good, and I can’t remember the last time I had so much fun raising hell on wheels.
The Ryker was very forgiving of my mistakes, and even a few close calls were handled with minimal drama thanks to the stability of the two front wheels and the VSS, even with intervention reduced. Had I tried half the antics I did on the Ryker on an adventure bike, I would have been on my butt many times over.
As with adventure bikes, most Rykers will spend the majority of their time on pavement. Of the hundreds of miles I logged on the Ryker Rally, only a few dozen were off-road. On the street, the Ryker is engaging and responsive. Between the continuously variable transmission and shaft drive, there’s a bit of driveline lash when first rolling on the throttle from a stop and at low speeds, but I quickly got used to it.
Response from the throttle-by-wire is direct with no delays or snatchiness, and power builds steadily with no apparent dips. The ACE inline-Triple, however, lacks character. Smoothness is a virtue on a touring machine such as a Spyder RT, but for a vehicle Can-Am says is “designed for fun,” I wanted more liveliness, more audible rumble. Even though the Rally has a racy-looking carbon-tipped Akrapovič exhaust, it emits only the mellowest of burbles.
Riding a Ryker at a sporting pace can be quite a workout. What a 3WV gives in terms of stability, it takes away in terms of graceful agility. Whereas a motorcycle rolls into and out of turns, the Ryker must fight against body roll, with weight pushing against the outside front wheel and lightening the inside wheel. As a motorcycle leans into a corner, centrifugal force pushes the rider down into the seat. Because the Ryker doesn’t lean into turns, the rider must brace themselves against the outside peg and actively lean their body to the inside. Keeping the Ryker on a steady line through a corner while keeping its 5-foot width between the mustard and the mayo also requires muscle at the handlebar. With no hand brake lever, all braking force goes through the foot pedal, which engages the calipers on all three wheels simultaneously. It took a while to adapt, but there’s plenty of stopping power at the ready.
A low center of gravity, double A-arms with an anti-roll bar, and adjustable KYB high-pressure gas shocks keep the Ryker stable, and the VSS applies braking to the outside wheel as needed to maintain control, but if you go into a corner too hot, it will understeer and push sideways. The front suspension does a good job of isolating and damping hard hits, and overall, the chassis provides a smooth, steady ride. With three separate wheel tracks, though, it can be difficult to dodge potholes or debris in the road. The situation was even more challenging off-road when trying to avoid big, sharp rocks. With only 4.8 inches of ground clearance, care must be taken to avoid high-centering the Ryker on rises, ridges, and ruts.
Dial it back, however, and the Ryker settles into comfortable docility. Thanks to its 26.6-inch seat height and adjustable ergonomics, it fits a wide range of riders. The wide, soft seat is comfortable but lacks the support needed for a full day in the saddle. (Can-Am’s accessories list includes comfort seats for the rider and passenger, along with windscreens, luggage, audio, heated grips, and much more.) The steady thrum of the engine becomes an asset on the freeway, with the three automobile-sized contact patches and two front wheels keeping the Ryker steady in crosswinds.
Amenities on the Ryker Rally include cruise control, dual USB ports, LED lights on the front fenders, and a 7-liter lockable glovebox that will hold an extra pair of gloves and a couple of water bottles but not much else. When the ignition is turned off, the Ryker beeps until you engage the parking brake (at a stop the CVT is always in neutral). Instrumentation consists of a small orange-backlit LCD display that, by today’s standards, looks outdated. Information is limited to speedometer, tachometer, odometer, A/B tripmeters, clock, ride mode, fuel level, and distance to empty. Like other Can-Am 3WVs we’ve tested, a heavy throttle hand combined with a low power-to-weight ratio on the Ryker Rally returned poor fuel mileage – just 30.3 mpg, or about 160 miles per tank.
The Kids Are Alright
When I tested the original Spyder in 2008, it was a novelty, something futuristic and intriguing to everyone from teenagers and their soccer moms to members of the Peacemakers MC when I rode it to their bikini bike wash fundraiser in Utah. A decade and a half later, the Spyder is all grown up, having become an established, tax-paying member of the powersports community. The Can-Am Ryker, on the other hand, is young and brash, more interested in fun than respectability. And the Rally is the most mischievous one of the bunch.
2023 Can-Am Ryker Rally Specs
Base Price: $13,899 ($14,599 in 2024)
Price as Tested: $14,413 (Exclusive Panel Kit, Mono Seat Cowl)
Warranty: 1 yr., unltd. miles w/ roadside assistance
At its annual Club BRP event, powersports manufacturer BRP announced its 2024 Can-Am Spyder F3 and RT lineup.
To enhance the rider connectivity experience, all Can-Am Spyder F3 and RT models will feature a new 10.25-inch color touchscreen with Apple CarPlay. This technology will be woven into the existing BRP Connect platform and will allow iPhone users to use Apple CarPlay and all its compatible apps.
“We are constantly looking to improve the rider experience through innovation,” said Martin Ethier, marketing director, Can-Am 3-Wheel & Motorcycles at BRP. “The introduction of Apple CarPlay is a big step toward that, and it directly addresses feedback we have received from Can-Am owners around the world. Riders will now have a smarter, safer way to stay connected while riding.”
2024 Can-Am Spyder Updates:
All 2024 Can-Am Spyder F3 models will receive updated LED headlights, providing more visibility once the sun goes down, as well as giving the Spyder F3 a bold new modern look.
The Spyder F3 Limited Special Series model will be available in a Cognac colorway and feature 10-spoke wheels, giving it an eye-catching presence whether sitting still or cruising down the highway.
Spyder F3-T and F3 Limited models will receive a new Super Sport Grill for an enhanced visual presence.
The Spyder F3-S, which is the most sport oriented of all Can-Am Spyder models, returns with sleek Monolith Black body panels, a red frame, and all-black 10-spoke wheels.
The Spyder RT Sea-to-Sky, Can-Am’s top-of-the-line luxury touring model, will receive a new Vegas White Satin paint scheme along with a mocha wheel color, further highlighting the look and feel of this ultra-comfortable model.
2024 Can-Am Ryker Updates:
On the Can-Am Ryker side of the lineup, the versatile Can-Am Ryker Rally model will now feature Hyper Silver wheels, enhancing its all-road look even further.
The Can-Am Ryker lineup remains a perfect option for people looking for an fun ride, regardless of experience, with accessible pricing and ease-of-use. And with many different color panel kits available, customization is at the forefront of every Can-Am Ryker owner’s list.
For pricing, colors, options, and accessories for Can-Am Spyder and Ryker models, visit the Can-Am On-Road website.
Since 2008, Can-Am has provided a unique way to experience the open road with its Spyder 3-wheelers. In 2019, Can-Am, a brand of BRP Inc., launched a lighter, more affordable 3-wheeled platform called the Can-Am Ryker, which was aimed at a younger, more diverse audience. More than half of Ryker owners are new to riding, and nearly 35% of Ryker owners are women.
As part of its emphasis on inclusivity and welcoming more people into the riding experience, Can-Am launched a custom collaboration with The Shoe Surgeon, a world-renowned Los Angeles-based group of creatives who specialize in the craft of custom shoe making and design. Both brands are dedicated to crafting something unique and authentic, with no compromises, and this collaboration brings that to life.
Together, Can-Am and The Shoe Surgeon created three custom Can-Am Rykers along with three styles of Can-Am-inspired riding shoes that push the limits of creativity to celebrate inclusivity, heritage, and the love of the ride.
Each of the Can-Am Ryker 3-wheel vehicles designed and customized by The Shoe Surgeon is a unique design that is as much a piece of art as it is a thrilling machine. Ultimately, each vehicle will be donated to help raise awareness and money toward fighting intimidation and influencing positive behavior, which is BRP’s global social cause.
Also, the limited run of custom-crafted shoes match the vehicles and borrow design cues from the Can-Am Ryker, including different lines and visual cues. The shoes are purpose-built for riding with an over-the-ankle design, reinforced material, reflective surfaces, and a nonslip sole.
“At Can-Am, we are passionate about creating new experiences and pushing boundaries to break down barriers and welcome more people to discover the open road, the thrill of the ride,” said Anne-Marie LaBerge, chief marketing officer at BRP. “This collaboration with The Shoe Surgeon is an example of our mission to change the face of riding. We are connecting two different communities by designing something unique to help transform a mindset and share our passion for riding.”
“My love for creating goes beyond sneakers. I love all powersports – whether it’s riding motorcycles, 3-wheelers, off-roading, or on water,” said Dominic Ciambrone, aka The Shoe Surgeon. “Partnering with Can-Am is an opportunity to put our touch on a different canvas. Each bike design reflects and honors our brand’s heritage: the power of creating, embracing individuality that celebrates our differences, and finding community through self-expression. This is the heart of our craft and riding.”
The vehicles and riding shoes were created using three distinct themes:
The “Inclusivity” theme unlocks Can-Am’s dedication to promoting inclusivity in its mission to make the open road accessible to all. This custom package uses different leathers and colors as a symbol of diversity. The patchwork design portrays how each person’s individuality plays a role to create something bigger and beautiful.
The “Brand Heritage” theme celebrates Can-Am’s 50-year history of innovation and excellence through premium leather, exotic and textural finish materials, precision craftsmanship, and luxurious details on both machine and riding shoes. It uses gold accents combined with dark tones and hints of red for an elegant and distinct look.
The “Love of the Ride” theme is sure to bring smiles, just like riding a Can-Am Ryker, where people, regardless of riding experience, can feel a rush with the simple twist of a throttle. The design pushes beyond riding, evoking a distinct look with padded quilting textures that symbolize the peace of mind of riding on three wheels. It also creates an unconventional artistic expression, which ties with how Can-Am loves to expand boundaries.
Together, the custom packages celebrate that the open road is for all. They were unveiled at The Shoe Surgeon’s headquarters near downtown Los Angeles, an event attended by urban youth, influencers, and Can-Am fans. For more information about the Can-Am Ryker collaboration with The Shoe Surgeon, visit the Can-Am website.
The first Can-Am motorcycle was launched in 1973, a motocross bike that saw immediate success in motocross and endurance racing. Can-Am, a subsidiary of Bombardier Recreational Products (BRP) based in Valcourt, Canada, built off-road motorcycles until 1987. It launched a line of ATVs in 1998, and in 2007, it launched its first on-road vehicle: the three-wheeled Spyder RS.
Bringing you the Best Motorcycle News from Around the Web!
We use cookies to ensure that we give you the best experience on our website. If you continue to use this site we will assume that you are happy with it.Ok