Due to a manufacturing defect, affected motorcycles may lose stability whilst operating under certain conditions at higher speeds. This could result in a loss of vehicle control.
What are the hazards?
A loss of vehicle control could increase the risk of an accident causing injury or death of rider, passenger and/or other road users.
What should consumers do?
When parts become available, owners of affected vehicles will be contacted by Harley-Davidson to schedule an appointment to update the calibration software and the installation of front-end ballast and strap components, free of charge.
Note: Operators should follow the guidance outlined in the owner manual (i.e., to reduce speed and guide the motorcycle with a relaxed grip to a controlled condition)
Warm and Safe Dual Remote Control Mounted Heat-Troller components
The Warm & Safe Dual Remote Control Mounted Heat-Troller provides riders with the ability to power and control two pieces of heated motorcycle gear separately. Remote versions are available, but this item is permanently mounted to the motorcycle for a cleaner interface and superior ergonomics since the controls are fixed in place.
The overall system consists of the Heat-Troller module, the remote receiver, and two fused wiring harnesses to connect the module and receiver to power. Installation is very straightforward: Simply use one of the fused wiring harnesses to connect the Heat-Troller module to switched power and the other harness to run power from the battery directly to the remote receiver.
On my BMW R 1250 RT test mule, I mounted the Heat-Troller module underneath a fairing panel. This method of connecting the module to the harness (as opposed to hardwiring it in) allows the fairing panel to be easily removed for service when necessary – an added plus! Finally, a pair of sealed temperature control knobs with LEDs (which are hardwired into the Heat-Troller module) are then affixed in a convenient location, such as the blank panels on my RT’s dash area.
Once installed, the only visible parts are the two temp control knobs and their corresponding LEDs, which provide visual indication for On, Off, and Polarity for your heated motorcycle gear. The knobs themselves have a tactile detent for On/Off and 300-degree rotation, so the rider can adjust from 3% to 100% power. The system can handle up to 15 amps at 13 volts, which is more than adequate to handle the typical heated jacket liner and glove combo at full blast. The device works from 7-16 volts and features internal resets for overloads and/or shorts.
On this device, the Heat-Troller module communicates wirelessly with the remote receiver, which is placed inside the jacket liner’s pocket. (The module and receiver arrive already paired up from the factory.) It is the receiver that makes the connection between the motorcycle’s battery and the input connections on the heated motorcycle gear via the power harness. This model has dual outputs, meaning two separate pieces of heated gear can be powered independently. Single output versions are also available.
I tested the Dual Remote Control Mounted Heat-Troller with a variety of heated motorcycle gear in my collection, including Warm & Safe’s Generation 4 heated jacket liner, an older Warm & Safe Generation 3 liner, an original Gerbing’s liner that’s 20-plus years old, a 10-year-old Gerbing’s Microwire liner, and a selection of gloves from Warm & Safe, Gerbing’s, California Heat, and others. It functioned flawlessly with everything I tested, and the compact receiver was easily stored in the left front pockets of all liners tested. There’s no reason why this Heat-Troller shouldn’t also work with almost any other brand of heated gear.
The Warm & Safe Dual Remote Control Mounted Heat-Troller has an MSRP of $169.90 and is covered by a three-year warranty.
BMW’s most ambitious project in MOTUL FIM Superbike World Championship history is now officially underway. The German manufacturer has become the first factory to formally launch its 2024 season, with all four riders present at its Berlin headquarters to unveil the updated look of both the ROKiT BMW Motorrad WorldSBK Team and the Bonovo Action BMW team. With star signing, 2021 WorldSBK Champion Toprak Razgatlioglu at the helm, a thrilling and intriguing new chapter opens ahead.
With Razgatlioglu, teammate Michael van der Mark (ROKiT BMW Motorrad WorldSBK Team), and fellow BMW riders Garrett Gerloff and Scott Redding (Bonovo Action BMW) all in attendance, as well as both team principals and BMW Motorsport top brass, a busy day at BMW Motorrad Welt – which included a full factory tour and autograph signings – concluded with the anticipated uncovering of all four 2024 M 1000 RRs in their respective updated liveries.
TOPRAK SPEAKS: “I was smiling the first time I tested the bike on the straight”
Taking part in his first public day in BMW colours, after several rain-afflicted test days back in December, Razgatlioglu is already eager to get back on the M 1000 RR and continue to find the limits of the package, with tests scheduled at Jerez and Portimao in the upcoming two weeks.
“Next week’s test will be very important, because I’ll see all the riders there”, commented the 2021 WorldSBK Champion. “I only rode alone, I didn’t see other Superbike riders, I need some riders, some fighting, to see the lap times. We’ll see, but I’m very positive and very happy”.
The Turkish rider also spoke highly of his first contact with the package: “The first time I rode the bike, I was smiling on the straight. In general, the bike is really good, the engine brake is unbelievable. There are just some areas that need improving for my style”.
POSITIVE OUTLOOK: van der Mark, Redding and Gerloff share their thoughts
Toprak’s teammate in 2024, Michael van der Mark – reuniting the partnership that brought much success to the Pata Yamaha team in 2020 – is equally excited by the steps the project can make, particularly after two consecutive seasons derailed by several injuries: “I’m fit, I’m ready to race. We all have one goal in BMW, and that’s to win. In Phillip Island we’ll see where we are, but I have a lot of confidence in the project. Signing Toprak, changing a lot of things… It’ll push the bike a lot better.”
Over on the Bonovo Action BMW side of things, the outlook is just as, if not more positive, with both riders commenting positively on the potential of the project.
“The team is great, very welcoming, very family orientated”, admits newcomer Scott Redding. “I feel like it’s old-school style, and that’s something that I really cherish. I will be more relaxed, happier. I would like to be top 5, top 6 in the Championship, minimum. And to be on the podium more regularly, that’s what I’d be happy with. If I get a race win, I’ll be ecstatic, but we need a couple of podiums, that’s the goal”.
Garrett Gerloff, who finished the 2023 season with several impressive results and as the top BMW rider, also sees room for progress: “I have high hopes for this year. I really think that with the same team going into everything, the same awesome guys I’ve been working with, we can really make another step forward. With Toprak here, Michael and Scott, we have a really strong line-up, a lot of data to pool from to improve these M 1000 RRs.”
HIGH AMBITIONS: the targets of the team leaders
The sentiment is also shared by the management side of the BMW WorldSBK project, with both team principals setting high targets for their respective representatives.
“If you asked Toprak, he would be expecting to be on the podium very quickly, and I think we echo that”, said ROKiT BMW Motorrad WorldSBK Team Principal Shaun Muir at the event. “And I’ve said it in the past: if you’re close to the podium, you’re close to the win. Where that will leave us in Championship terms, I’m not sure, but I think the first three races of the Championship this year will define our season”. Regarding van der Mark, Muir is confident that the 2014 WorldSSP Champion can bounce back after two difficult years: “I see no reason why Michael can’t be right up there in the top six of the Championship”.
Bonovo Action BMW Team Principal Michael Galinski was equally positive about his riders chances, claiming that the goal for both his riders in to be in the “top 5” this season. “The spirit is high. I’m very happy we have Scott, I hope in a more family team that we have he can show his potential, what everybody knows he has. Garrett got some really good results. I hope he can start where he finished”.
Where is the limit for this new step in the BMW project? Get the first answers in a week’s time when testing resumes in Jerez, with highlights, all the reactions and more available with WorldSBK VideoPass!
Testing the Alpinestars Bogota Pro Drystar motorcycle jacket and pants on the Husqvarna Norden 901 Expedition in South Africa. (Action photos by Sebas Romero & Marco Campelli)
After breaking in the Alpinestars Bogota Pro Drystar Jacket and Pants at the Husqvarna Norden 901 Expedition press launch in South Africa, I’ve continued wearing it for the past year in Southern California. This two-piece suit is unique in that the rain liner can be worn over the top of the jacket and pants, preventing the need to strip off riding gear to insert inner rain liners whenever I run into a patch of rain, and I no longer have to pack a separate rain suit in my tailbag.
Alpinestars Bogota Pro Drystar Motorcycle Jacket
Alpinestars Bogota Pro Drystar Motorcycle Jacket in Ventiver Military Olive
The Bogota Pro Drystar Motorcycle Jacket has a lightweight 600-denier main shell construction with a reinforced two-layer 450-denier hard outer shell for enhanced durability with 600-denier woven reinforcements in key areas of the jacket, making it flexible in the right areas and strongest where you most need it.
I am 5-foot-11 and 180 lb, and the size large fits me well. The jacket comes with adjustment points to provide the best fit. Arm and waist straps can be tightened or loosened, and the sliding neck clasp is a great new feature for what I’d have to say is one of the nicest fitting collars out there. The collar can instantly adjust depending on your movement or if you’re wearing a neck gaiter or balaclava, preventing any neck chaffing. The jacket also has stretch inserts around the armpits for enhanced fit and better range of movement. Pre-curved sleeves that follow the shape of the arm deliver superior range of movement whilst in the riding position.
The ventilation on the Bogota Pro Drystar jacket is superb with two large panels on the chest chest, two waterproof zips each side of each vent, and Velcro holding the top firmly in place for when you need to keep warm.
Alpinestars Bogota Pro Drystar Jacket in Ice Gray/Dark Gray/Yellow Fluro
The back of the jacket also opens up in the same way and allows the rider to tuck away about 70% of the back of the jacket for maximum air flow. You’ll still get the usual sweaty back as there is a CE Level 2 back protector in there, but air flows through this jacket beautifully. The jacket also comes with Level 2 Nucleon Flex Pro shoulder and elbow armor. There’s also an air vent running from the cuff to above the elbows that can be opened and closed via the waterproof zippers. I’ve ridden across the desert with all vents fully open and there is loads of air flow.
As for storage on the jacket, a large rear pocket will hold the inner liner rolled up and has a Velcro seal. On the front are four accessible pockets. The outer pocket is clasped with press stands, and there are two pockets accessed via zips directly behind them. There are two internal chest pockets, an internal waterproof document pocket, and two more inner pockets on the liner for your most valuable items.
Alpinestars Bogota Pro Drystar Motorcycle Pants
The Bogota Pro Drystar Pant has a ripstop and 450-denier coated hard shell with 600-denier reinforcements for additional durability in key areas. CE Level 2 knee armor and bio flex hip armor are standard.
The internal rain liner again can be worn both in or over the pants themselves. The liner is attached by a simple press stud loop system around the waist and at the ankles. The pants, like the jacket, have been treated with durable water repellent for additional weather protection. They have two hand pockets that zip closed for security and two wide ventilation panels similar to those on the jacket on the thigh area of the pants. Zips on each side and Velcro across the top secure these in place, and when needed, the panels can be rolled down into the pocket to expose most of the thigh. Opening these panels lets in a nice amount of air while standing but weren’t as effective while sitting.
The Bogota Pro Drystar Pants have built in suspenders to help keep them up. However, they are a European fit. I have a 34-inch waist, and I needed an XL adjusted in at the waist since the Large was just too tight. The pants and jacket can be zipped together to ensure you get the best wind and rain protection. There is plenty of space for your boots with some calf adjustment and the zipper gussets, and a Velcro cuff at the base of the leg allow for ADV or MX style boots.
Overall, the Alpinestars Bogota Pro Drystar Motorcycle Jacket and Pants is a comfortable set of three-season gear that’s not at all heavy and offers plenty of movement and protection. You could almost get away with the jacket as a four-season jacket but not the pants. Pricing is $419.95 for the jacket and $299.95 for the pants. The jacket is available in four color options (Ice Gray/Dark Gray/Yellow Fluro, Ventiver Military Olive, Dark Blue/Black/Bright Red, and Black/Black), and the pants are available in two color options (Black/Black and Ice Gray/Dark Gray/Yellow Fluro).
The first factory team launch of the 2024 MOTUL FIM Superbike World Championship also saw the official presentation of Toprak Razgatlioglu (ROKiT BMW Motorrad WorldSBK Team) as a BMW rider, after four years in Yamaha blue. An intriguing move which has lifted the spirits in the BMW camp, refueled the Turkish rider’s ambition for the new season, and added a huge question mark on the year ahead.
A SUCCESFUL FIRST CONTACT: Toprak dives into the December tests
Taking part in his first public event as a BMW rider, it quickly becomes clear that what Razgatlioglu is truly looking forward to is exactly one week away. Testing resumes at the Circuito de Jerez – Angel Nieto on the 24th of January, and after a first contact with the M 1000 RR back in December in Portimao, Jerez and Valencia, the 27-year-old, now starting his seventh year in the class, is fully focused.
“I’m always ready”, confirmed Toprak after the livery for his 2024 bike was unveiled. “I did three days of testing, but none were fully dry sessions. Now I’m just waiting for next week, I miss my new bike”.
First impressions, even with the shortened sessions, were positive: “In Portimao, the first time I rode the bike, I was smiling on the straight, because the bike is very fast. We need to just improve some things, but we are not far. We need more laps; we need more kilometers”.
Getting slightly more into detail in terms of the positives and the negatives of the package, Toprak echoed some of the comments previously made by fellow BMW riders. “The electronics, exactly [when prompted on where to improve]. In general, the bike is very good. Especially, the engine brake is unbelievable, the bike is stopping. We just need to improve in some areas, for my style”.
THE QUESTION MARK: how far can the M 1000 RR go?
But perhaps the biggest missing piece to the puzzle is a reference. The December tests took place mostly in track days or with uneven weather. The expectation is for Jerez to paint a bigger picture. “Next week’s test will be very important, because I’ll see all the riders there”, admits Toprak. “I only rode alone, I didn’t see other Superbike riders, I need some riders, some fighting, to see the lap times”.
Razgatlioglu is cautious with his predictions for the season opener, scheduled for the end of February in Australia: “The first race is a little bit difficult. Phillip Island is always a hard race because you need to keep your rear tyre. We’ll see”.
Yet, looking into the future, that caution morphs into a more optimistic outlook, based on what he’s seen so far. “BMW are working every day. This is good. When I see BMW working, I work even more. And if we work like this, I think we can be World Champions. I don’t know if this year or next year, but I believe this, we are not far”.
Follow all the action from next week’s Jerez test, with Razgatlioglu on the BMW, Rea on the Yamaha and Bautista back on his Championship-winning Ducati, thanks to WorldSBK VideoPass!
Rookies in name, World Champions in action. The ELF Marc VDS Racing Team have officially inaugurated a new chapter in their decorated history with their arrival in the MOTUL FIM Superbike World Championship for 2024, alongside 2013 WorldSSP Champion Sam Lowes. The stunning Château de Modave in Southern Belgium hosted the inauguration of this new project alongside the established Moto2™ squad, putting on display for the first time the full scope of this new expansion.
FAMILIAR LIVERY, FAMILIAR FACES: The full details for 2024
The 33-year-old Lowes, a well-known face in the paddock after winning the WorldSSP Championship in 2013 (the third youngest rider in history to do so), will be making his full WorldSBK debut in 2024 after 10 seasons in the MotoGP™ paddock. He will have competitive machinery under him from the get-go, with a Ducati Panigale V4 R in the familiar Marc VDS livery. The team thus become the fourth independent team on the grid to use Ducati machinery.
Lowes will be surrounded by experienced faces in the WorldSBK paddock from the start, with Giovanni Crupi (Ducati mainstay and ex-crew chief to Scott Redding, along with others) as his crew chief for 2024. The rest of the crew has also been confirmed, with Stefano Guidi in charge of telemetry and a team of mechanics comprising Carmine Oliva, Marco Pascucci and Nicolas Guichard.
Moto2™ World Champions with Tito Rabat (2014), Franco Morbidelli (2017) and Alex Marquez (2020), as well as runners-up in 2013 (Scott Redding), 2014 (Mika Kallio) and as recently as last year with Tony Arbolino, and winners of a MotoGP™ race in 2016 with Jack Miller, few teams can boast the history of the Marc VDS Racing Team in the world of motorsport. How this will translate to the world of production-based racing is now the big challenge for 2024.
THE PROTAGONIST: “The goal is to fight at the front”
This new episode for both Marc VDS and Sam Lowes was announced all the way back in July, which has left the Englishmen plenty of time to prepare for the new chapter: “It’s a big new challenge for me to change category after a long time and I’m very happy and motivated to start. I’d like to say a huge thanks to Marc for asking me to be the first rider for his team in WorldSBK. The bike is beautiful and it’s an amazing feeling to ride a Ducati. The livery is fantastic and it’s so special to represent Marc and this team in WorldSBK.
“I’m really excited to continue working with my new crew chief Giovanni to progress my understanding of the bike. I just need to learn the bike, tyres, and format over a race weekend with the three races. The first goal in the tests will be to make the bike mine and feel comfortable. I just need laps and mileage on the bike to understand many things. But this will come and if we had to go racing today, I feel we could do a good job. The goal though is to fight at the front. I hope to be in the fight for podiums and wins and to learn a lot. Also being top Independent rider has to be a target.”
TEAM’S VIEW: “We know together we can make big things happen”
Team owner and founder Marc van der Straten is equally eager to see how far the new project can go in its debut season: “It was really beautiful and motivating to see our three machines with their talented riders on stage, and to know that they’re going to give their all to achieve the objectives set. In Moto2, with Tony Arbolino and Filip Salac, we’ll be continuing our quest for victories and podiums to try and win the World Championship. In the WorldSBK Championship, we face a big and exciting new challenge. Although we’re just starting out, we’re very well prepared and supported by the brilliant talent of Sam Lowes and the technical quality of Ducati. We know together we can make big things happen”.
Representing Ducati Corse, Technical Coordinator Marco Zambenedetti was also on hand to share his thoughts regarding the new project: “It’s a huge pleasure that the name of Ducati shines together with the Marc VDS Racing family. Their three world titles in Moto2, their excellent results over more than a decade and, above all, their commitment to excellence, make this team an ideal partner. In addition, we are delighted that Sam Lowes will be at the controls of our Ducati Panigale V4 R Superbike. Ducati will do all it can to help him show his speed and talent and we are convinced that his experience will also make us grow. Finally, I would like to thank Marc van der Straten and the team for the trust placed in Ducati to accompany them in this new WorldSBK adventure. I am sure it will be an exciting season for everyone.”
Follow all the preparations for the 2024 WorldSBK season with WorldSBK VideoPass!
The MOTUL FIM Superbike World Championship will return in 2024 to the historic Circuito de Jerez – Angel Nieto, with the Spanish track hosting the season finale for a second consecutive campaign. The 12th round of the 2024 season, originally planned for the 11th, 12th and 13th of October, has now been moved back by one week, with the 2024 Prometeon Spanish Round now scheduled for the 18th, 19th and 20th of October.
The Fédération Internationale de Motocyclisme (FIM) and WorldSBK agreed to delay this year’s curtain closer by one week, responding to the dynamic demands of the local events calendar and at the request of the township of Jerez de la Frontera.
Jerez returned to the WorldSBK calendar last year as a late replacement for the Argentinean Round, hosting an incredibly memorable season finale which included Alvaro Bautista (Aruba.it Racing – Ducati) winning his second WorldSBK title, Jonathan Rea’s final race with the Kawasaki Racing Team, and one of the best battles in the history of the Championship in Race 2 between Bautista and Toprak Razgatlioglu.
Relive the 2023 Spanish Round and follow all the action from 2024 with WorldSBK VideoPass!
The Superbike Commission, composed of MM. Gregorio Lavilla (Dorna, WorldSBK Executive Director), Paul King (Director of the FIM Circuit Racing Commission), Biense Bierma (General Secretary of the MSMA), coordinated by Paul Duparc (Manager of the FIM Circuit Racing Commission & Secretary of the SBK Commission), in the presence of Jorge Viegas (FIM President), Ludovic Reignier (FIM WorldSBK Technical Director), Dominique Hebrard (FIM CTI Technical Manager) and Svetlana Nazarova (FIM CCR Coordinator) met at the Circuito de Jerez – Angel Nieto on 28 October 2023, during the final round of the Championship.
Numerous electronic meetings were then held so that each party (FIM-DORNA-MSMA) could agree on the final decisions, the most important of which were the following:
NEW SCHEDULE: WorldSSP, WorldSSP300 and WorldWCR Superpoles move to Friday
A new time schedule has been decided for 2024, which will see the Superpole sessions for WorldSSP, WorldSSP300 and the new WorldWCR class moved to Friday afternoon. These Championships will have a single Free Practice session in the morning, with each Superpole matching their respective duration.
All three classes will now also have a 10-minute Warm Up session on Saturday morning and on Sunday morning, ahead of the races that day.
Meanwhile, the WorldSBK class will see two small changes compared to 2023. Free Practice 3 will now be scheduled for 20 minutes (rather than 30), and Sunday Warm Up will last 10 minutes (rather than 15). The standard schedule for Races and Superpole remains the same.
Check the full updated schedule for 2024 HERE.
GRID UPDATES: a new format for Race 2
In order to highlight outstanding performances, the SBK Commission decided that regarding the Grid positions for Race 2, the first 9 grid positions will be based on the fastest time recorded by the riders during Race 1, for the WorldSSP, WorldSSP300, WorldWCR classes.
AGE EXEMPTIONS: an opportunity for top under-18s
An exemption to the minimum age rules for the top 3 of the last FIM Supersport 300 World Championship, for the top 3 of the FIM European Moto2 Championship and for the top 3 of the last FIM European Stock Championship to compete in the 2024 FIM Supersport World Championship was decided, these riders having demonstrated their capacity and experience to be able to benefit from this exemption.
ENGINE ALLOCATION INFRINGEMENTS: start at back of grid, not pit lane
In case of an infringement of the engine allocation (before the race), the rider will start the next 2 races (Superbike Race 1 and 2 excepting Superpole race) from the back of the grid and will receive two long lap penalties (previously the rider had to start from the pit lane exit after the green light was lit on). This penalty seemed fairer with regards to the different lengths of the pit lanes.
CHASSIS COMPONENTS: updates in WorldSSP
For the WorldSSP Class, the chassis components rules will see some changes for 2024. The racing kit shall be made available by all the manufacturers and limited to only 1 homologated racing kit per racing season. The racing kit can be made of other OEM parts or specific made parts, this will be up to the decision of each manufacturer. A price cap of 1000€ (all parts together) was fixed. This will cover the following chassis parts list:
Triple clamp upper and lower
Steering stem (including bearings and relative bearing seats)
Rear suspension linkage without swingarm
Furthermore, the rear suspension attachment points on the frame and on the swingarm must not change to avoid any potential changes on the frame and swingarm.
FUEL FLOW CONTROL: testing in 2024 ahead of an implementation in 2025
For the WorldSBK Class, with regard to the new fuel tank maximum capacity (21.0 litres re Superbike Commission decisions of 11 October 2023), to incentivise the environmental guidelines and to give a platform for manufacturers to increase their machine developments in these areas for the future, from 2025, it will be mandatory to use a fuel flow control system.
Therefore, in 2024, two bikes from each manufacturer will be required to fit a fuel flow meter and log data during both practices and races to validate the concept and define the value for 2025. A decision for a fuel flow meter has been approved. The FIM will introduce all related information into the 2024 FIM Eligible parts list for Competition accordingly.
As a reminder, the season 2024 will be a test season in order to collect data from the FFM sensors for analysis/evaluation for a potential official implementation from 2025.
SUSTAINABLE FUEL: 40% minimum for WorldSBK and WorldSSP
The SBK Commission confirmed the introduction of sustainable fuel for the WorldSBK and WorldSSP categories starting from the 2024 season, with a minimum of 40% sustainable fuel content. This E40 fuel should be compliant with the specification adopted recently in MotoGP.
TEAM CHAMPIONSHIP: licence requirement from 2024
Alongside the Championships for Riders, a “Team Championship” has been decided. Consequently, a licence for teams in all classes has been created. The decision to obtain this licence rests with the team which is not obliged to obtain to participate in the Championship. In the absence of a licence, the team will not score points.
NOTIFYING DECISIONS: a new application
A specific application used by the FIM in various FIM Championships (including MotoGP™) will be used in 2024. This Application will allow, not only to notify a decision but also to make it public and will also give a legal value (within the framework of notifications and resulting deadlines for appeals).
Not just for touring, the liquid-cooled, 1,330cc Rotax ACE inline-Triple also knows how to get up and go. (Photos by Aaron Crane)
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.
The Can-Am manual advises riders to lean forward and into a turn, which provides an experience similar to riding an ATV or personal watercraft.
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.
The cockpit has a lot going on. The 7.8-inch LCD screen is positioned in a good spot and flanked by two speakers, with two more below. However, the windscreen switch would’ve been a little more accessible on the handlebar instead of below and to the left of the ignition.
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 windscreen provides good wind protection even in its lowest position (seen here). With it fully raised, you can do almost triple-digit speeds without helmet buffeting.
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.
The front hood pops up and forward to reveal the battery access and more storage space.
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.
The Spyder RT only uses rear braking, but the pedal is almost as big as what you’d find in an automobile, and the footboard is roomy.
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.
Each side of the RT’s front suspension system works independently of the other.
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.
The top case on the Spyder RT has 5.8 gallons (22 liters) of storage space, enough for two helmets.
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.
The passenger area of the Spyder RT Sea-To-Sky offers large handgrips and ample seating, both with dedicated heating controls, and speakers on the top case add to touring enjoyment.
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.”
Thumbs-up is always a good sign, especially when it comes from your 77-year-old father with Parkinson’s. (Photo by the author)
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.
The Can-Am Spyder RT is great for touring sites like the historic Rockville Bridge outside of Zion National Park. It also “bridges” the gaps between two-wheel and four-wheel riders.
Thoughts on the Can-Am Spyder RT Sea-to-Sky and other topics by Daniel R. Dail:
The large handgrips were a welcome addition to passenger accommodations for my dad. (Photo by Jill 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.
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