Can-Am Spyder agora em versão RT - 2010

Depois de terem lançado aquela espécie de coisa entre um carro e uma moto, o Can-Am Spyder, o pessoal da BRP decidiu lançar uma versão touring, que não consigo perceber se gosto ou não, porque não percebo para que serve! Se quiser fazer touring de moto, levo uma moto se quiser de carro levo um carro :/ agora quando é que me fazia falta um can-Am spyder é que não estou bem a ver!



in Motorcycle-USA : http://www.motorcycle-usa.com/97/4591/Motorcycle-Article/2010-Can-Am-Spyder-RT-First-Ride.aspx

The year is 2030 and Personal Flying Apparatus (PFAs, also known as
jet packs) are the latest rage within both the personal travel and
recreational products industries. The compact set-up stylishly attaches
to your back and allows you to fly through the sky at speeds in excess
of 100 mph, delivering you to your destination quickly, safely, and
most importantly, enjoyably.

With the sucess of the Spyder, it was only a matter of time till Can-Am adressed the demands of the touring crowd.


Although it hasn’t been invented, if there were a company to mass
produce such a contraption, it would be Bombardier Recreational
Products (BRP). Take a look at its CV, proof that this innovative
Canadian company knows a thing or two about building “The Next Best
Thing” when it comes to motorized consumer products. First, it started
with its Ski-Doo snowmobiles, later expanding to the water with its
Sea-Doo watercraft. They made the jump to the off-road world with its
Can-Am ATVs, and, in 2008 moved to pavement with its tricycle, the
Can-Am Spyder. Next year it expands its road line-up by offering a
touring capable vehicle in the form of its 2010 Can-Am Spyder RT.

Is it a Car or Motorcycle?

A little bit of both, actually. Based off the aforementioned Spyder
platform, the RT (Roadster Touring) incorporates both automotive and
motorcycle-derived engineering practices making it a unique touring
option unlike anything else currently on the road. The first thing
you’ll notice, next to its three wheels, is the way they’re
arranged—two in the front, one in the back—an interesting contrast to
conventional trikes (if you can call them that) based off Harley-Davidson Electra Glides and Honda Goldwings.
Its streamlined shape resembles that of a modern European car, complete
with twin projectile headlights, turn signals integrated in the
rearview mirrors, and bright, highly visible LED taillights. More
automotive similarities come in the form of its front double-A arm
suspension, Bosch Vehicle Stability System (VSS), optional
semi-automatic transmission, linked hydraulic brake system, and
sophisticated instrumentation.

Powertrain


Getting the Can-Am Spyder and the Spyder RT side by side you can see
the adjustments in riding position and other features to make long
distance riding on the Spyder more comfortable.

Like the Spyder, which it is based off, the RT uses a liquid-cooled
998cc V-Twin engine that you perhaps may have experienced aboard the Aprilia
RSV1000R or Aprilia Tuono 1000R motorcycle. It was selected for a
number of reasons, one of which is that it’s built by BRP’s sister
company, Rotax. The engine features a compact 60-degree cylinder cant,
97 x 68mm bore/stroke dimensions, a 12.2: 1 compression ratio, and
4-valve DOHC equipped cylinder heads. Both its fuel and ignition maps
were specifically calibrated for the rigors of the RT and a
ride-by-wire throttle control system (in which the engine and the
throttle are linked electronically as opposed to a conventional
mechanical set-up), completes the package.

Two transmission systems are available (both of which feature reverse),
the standard being a manual 5-speed controlled via a shift lever near
the rider’s left foot and a left-hand operated hydraulic clutch. An
optional semi-automatic gearbox does away with the clutch lever and
moves the gear change process to the handlebar. Power is transferred to
the 15-inch rear wheel via maintenance-free belt final drive.

With the extra weight of the touring gear the Can-Am equipped the RT with some beefy brakes and ABS.


Chassis

The engine is mounted behind the front wheels in the center of the
machine inside Can-Am’s proprietary Surrounding Spar Technology (SST)
frame. Constructed from steel, the Y-shaped frame extends back to a
steel double-sided swingarm located underneath its 6.6-gallon fuel
cell. Suspension is comprised of an automotive-derived double-A arm
set-up with an integrated roll-bar. An electronically controlled power
steering system is also fitted and provides variable assist. Front
damping is courtesy of twin gas-charged shock absorbers, while a solo
hydraulic shock absorber is used rearward. The suspension offers
5.67-inches of travel at each end. The Audio and Convenience package as
well as the RT-S model offer 5-way preload adjustment via a push of a
button.

It rolls on a pair of 14x5-inch aluminum wheels up front and a
15x7-inch aluminum rim out back all shod in Kenda rubber (165/65R14
front, 225/50R15 rear). Braking duties are handled by three rotors
measuring 250mm in diameter and 6mm thick, controlled by twin 4-piston
calipers up front and a single-piston caliper out back. The entire
system is linked together hydraulically with electronic anti-lock
system (ABS) and is actuated via a right-hand side foot lever. It also
features an electronically activated parking brake.

Electronics


Rear wheel traction control keeps your inner hooligan in-check yet
still allows you to do a burn-out. And its lateral stability control
function takes the worry out of aggressive or panic steering inputs.

In addition to ABS, the Spyder employs a high-end and fully integrated
VSS. Individual wheel speed sensors provide system with real-time speed
data and help mitigate the chance of the rider losing control during
acceleration, turning and braking. When system detects an abnormal
wheel speed parameter it first reduces engine power, and if that isn’t
sufficient, it will apply the brake to any or all off the three wheels
until the speed value returns within range. The system is always on
whenever the ignition switch is turned on, and, unlike most cars it
cannot be manually disabled.

A full-color instrument display situated between the analog-style
speedometer and tachometer provides the rider with information
including speed, time, temperature, and trip info, as well as system
malfunction alerts. Additionally, the rider can also set language,
time, and unit of measurement preferences. Audiophiles will rejoice as
the Spyder also includes an AM/FM/XM/WB/CB radio as well as an intercom
feature that allows the rider and passenger to communicate. An iPod
adapter is also available. All of its features can be accessed via a
4-button pad on the left-hand side of the handlebar. Further electronic
creature comforts in the form of heated rider and passenger hand grips,
cruise control and an up/down adjustment of the windscreen are also
standard. Last of all, it comes with a Garmin Zumo GPS mounting adapter
on the center of the handlebar.

Three Wheel Motion


Getting on to a Spyder you may notice almost everything is similarly
placed as your average motorcycle except the front brake control that
has been moved to your right foot.

Hop onto its plush saddle and it feels like you’re inside a car only
there aren’t any doors or windows to isolate you from the outside
world. Grab a hold of its clean V-shaped handlebar and you’ll notice
just how close it is in relation to your torso, a real plus for riders
of smaller stature. Place your feet on the footpegs and forget about
the balancing act typical with a two-wheeler.

The controls are laid out similarly to a motorcycle with the twist-tube
throttle located on the right-hand side of the handlebar, as is the
engine run switch and starter button. Noticeably absent is a
motorcycles traditional front brake lever which has been relocated to a
right-hand-side foot lever. Working the turn signals, horn and
headlight high-beam is all controlled on the bars left-hand side.

Starting the engine consists of first turning the key switch to ‘on’,
flip the engine switch to ‘run’, depress the mode button on the
handlebar, pull in the clutch lever (those who have the semi-auto
transmission auto skip this step, however, we tested the standard
model), and press the starter button. The engine fires right up. Notch
the bike down into first gear with your left foot, fan out the clutch
and you’re off and running.

First gear is pretty low which makes launching from a dead stop easy
regardless if you’re on flat ground or slight incline. Twist the
throttle and you’ll be surprised how much ‘oomph its V-Twin engine has.
It’s truly amazing how different this engine feels than when used in
Aprilia’s sportbikes, due in part to its touring-specific engine
fueling and ignition mapping. Specifically its bottom and mid-range are
plump enough that you’re never really going to need to rev it out to
its 9000 rpm redline. Power comes on smooth and is devoid of any quirky
fueling hiccups or power surges; just a smooth, steady flow of power
throughout the rev range. Sure, you’re not going to win any drag races
against any modern 250cc-plus motorcycles, but it gets up to speed
well.


The optional adjustable windshield does a great job protecting the rider from the harsh elements of long distance riding.

During acceleration, the engine emits the same charismatic tune as on
Aprilia’s Rotax-engine equipped sportbikes, only in the Spyder it’s
slightly more muted. Most sport-oriented riders will appreciate its
sound; however for a hardcore touring type, it might still be too loud.
While some might complain about the amount of engine noise while
riding, you’ll be hard pressed to find someone who isn’t impressed by
how just how little vibration there is. Equally as pleasing is the way
in which the gearbox moves through each of its five gears. Each gear
change has a very positive feel and doesn’t have any stickiness as
we’ve experienced on other machines equipped with this engine. The gear
ratios are spaced nicely and there’s never a time you feel between
gears. Cruising down the freeway at 60 mph, the tachometer shows just a
hair above 4000 rpm in top gear.

Our machine was fitted with the optional adjustable electric windshield
and it did a phenomenal job of protecting us from the elements. Our
only gripe was that it didn’t come down low enough for us to get a
taste of fresh-air the few times we wanted it. The rearview mirrors
offered a clear view of what was happening behind us and for the most
part the instrumentation is easy to read. However, the font within the
LCD display is too small and it’s difficult to read it even for someone
with perfect vision. We also would have preferred if the analog-style
gauges were ditched and integrated digitally into a larger LCD screen.

The rider can navigate through the audio and trip information functions
via the 4-button control pad on the left-side of the handlebar. The
menu system is straight forward and easy to figure out but we weren’t
all that impressed by the outright sound quality coming out of its
speakers. We didn’t get a chance to play with the cruise control at all
as it didn’t function on our machine.


The Can-Am Spyder RT power steering makes cornering simple regardless of upper body strength.

For a motorcyclist, one of the oddest sensations you experience aboard
the Spyder is during cornering. As opposed to a motorcycle, in which
you counter-steer to initiate a turn, the Spyder requires you to do the
opposite. If you’ve ever ridden an ATV,
snowmobile, or a Jet Ski, than you’ll be familiar with the way it feels
when you turn, and, if you’ve never touched a motorcycle you’ll
probably have an easier time acclimating to its turning manners (old
habits are hard to break). Nonetheless, its power steering system makes
maneuvering the Spyder easy regardless of speed, or even upper body
strength. Just a light touch of the handlebars is all it takes for it
to change direction.

On the highway the Spyder occupies approximately two-thirds of the
traffic lane which gives you a fair amount of room inside your lane.
The front wheels have a tendency to follow the road’s camber, further
reducing steering effort, thereby making the ride more ‘hands-off’ when
you’re racking up the miles on the highway.

We were also impressed by just how effective its suspension was at
absorbing bumps on the road. Not only does it have almost zero
bump-steer, its independent front suspension sucks up rough in a
similar manner as a long wheelbase luxury car, no joke. We even
purposely rode on rippled pavement on the shoulder which had little
effect on the overall ride quality.

But its supple suspension manners do come at a cost, the cost being
measured in firmness and its resistance to wallowing during aggressive
acceleration and braking. During heavy braking or in situations like a
panic stop, the chassis had a tendency to transfer weight from
back-to-front way too fast, thereby upsetting the chassis and making
the machine difficult to control. Our fully-loaded RT-S machine came
with the electronically adjustable suspension which made a huge
difference when set to full hard, but still wasn’t firm enough to
eliminate its aggressive weight transfer. One pleasing side effect we
noticed was how even with the suspension set to full-hard, the outright
quality of the ride wasn’t compromised.

Traditional 3-wheeled vehicles aren’t known for having the best ground
hugging stability. The Spyder smashes this conception with its VSS.
Simply put, it’s one of the most effective systems we’ve used whether
on two or four wheels. Its ABS function works great during braking with
minimal noise and pedal pulsing, thereby ensuring a quick stop.
Similarly, its rear wheel traction control keeps your inner hooligan
in-check yet still allows you to do a burn-out. And its lateral
stability control function takes the worry out of aggressive or panic
steering inputs. We even tried to get it up on two wheels but the
stability control makes it virtually impossible.


The RT has ample space for your luggage, but just in case you need more room a pull-
trailer is available.

One of my favorite features on the Spyder RT is its sheer amount of
cargo capacity. There are a total of five storage areas (hood, trunk,
right/left side hard cases, and small cockpit glove box) that allow you
to tote a tremendous amount of gear with you. Even better is the
optional Spyder RT travel luggage (with roller wheels and handle) that
neatly fits right into the compartment allowing for seamless luggage
removal when you arrive at your destination. And for those who
literally want to bring their kitchen sink with them, Can-am offers a
pull-behind trailer with a whopping 164-gallon capacity. It’s so big
that I could literally sleep in it! The trailer features independent
coil-over suspension, aluminum wheels, carpet, interior lighting and
separate front and rear lid access. Furthermore the trailer is set-up
to work in conjunction with its VSS and can be color-matched to your
Spyder.

The Can-Am Spyder RT offers a smooth and comfortable ride at an affordable price.


Perhaps the coolest things about the new Spyder RT is its price. For
just over $20,000 you can have a touring machine that’s unlike anything
else out on the road. And for its price tag you get a quality piece of
machinery, with fit and finish on the level commensurate with some of
the best. Sure it’s not as thrilling to ride as its two-wheeled
counterpart, but it is without a doubt easier to operate. Plus it’s
comfortable two-up and offers loads of storage. If you’re looking for a
unique touring experience, the Can-Am Spyder RT is the next best thing to a PFA.

Gostava de dar uma voltinha... mas nao vejo era coisa q comprasse....

Esta "coisa" não se inclina quando está a curvar. Tendo em conta que se vai sentado como numa moto, é bom que haja perninhas e bracinhos para nos agarrarmos... Chatices das forças-G...

Gostava de experimentar, mas só isso.

Experimentei a normal, não era nada que comprasse, agora quanto a diversão meus amigos, tem que experimentar...

Digamos que a forma que tenho de descrever aquilo é qq coisa como um bom carro de tracção traseira, mas menos dispendioso

De facto o pc tempo que andei, dado que estava associada a um evento onde estava a bulir, não deu para partir muito, mas a fazer curvas atravessada é muito bom... Mas lá está, devido a essa chatice da gravidade, a condução torna-se muito mais carro que mota... mas com um volante de mota...


Olha, experimentem...

Também Gostava de Experimentar umas Voltinhas mas não Me Seduz

Pois, a coisa é engraçada, talvez para alugar e dar umas voltinhas, é tipo uma FUN qualquer coisa...
Agora uma coisa destas para viajar?? Apenas vejo alguma utilidade para quem teve ou gostava de ter mota e que por uma qualquer razão fisica ou outra não pode conduzir uma mota convencional, ai talvez disfrute um pouco, de resto

Isto conduz-se com carta de carro, certo?