Tested: 2023 Can-Am Spyder F3

I deliberately procured the Spyder F3 during a two-week period when I knew I would have no other mode of transport except feet and bicycle. That means I was at different junctures boiled, soaked and freezing, sometimes during the same 24-hour period.

And loving it.

The first thing you see and feel when you drive the Spyder F3 is that it’s practically impossible to tip over. It weighs about 1,000 pounds and carries none of that particular risk you take when motorcycle riding which requires, at low speeds, constant monitoring of balance. Of course, if you crash, you’re in as much trouble as with any unit with no body or airbags or seat belts. But within a day, I was slaloming where appropriate, getting a couple of nice squeals from the tires, executing K-turns here and there and blasting out of it, onward. I never wished I had a “real motorcycle.”

Another compelling aspect of the Spyder is its ability to be staid, quiet and reasonable in traffic, neither too hasty nor sluggish. It makes no roar or spit from its exhaust. But the moment you’re ready, a touch of the Sport button instantly turns you into a rocket, and your face may hurt from laughing. Who needs Great Adventure?

Handling and steering were neither numb nor abrupt, and the single foot brake stopped me quickly. It’s a pretty simple setup, on purpose – it’s made so you don’t have to think a whole lot once you get the hang of it.

The frunk holds a reasonable amount of stuff or your helmet, and you can charge your phone up there, too. You push hard to close it, and unlock it with the key by twisting hard left. It takes a sec to get used to.

There are four models to choose from for varying prices, of course, and they can top $30,000. Have a look here.

They’ve also improved a couple of things since my last Can-Am test in 2019. Neutral’s been added and the unit never stalled, nor gag a few seconds and die upon startup as happened with my previous model, although the 2019 test took place during cold weather. You can also adjust the pegs to adjust to your height and riding position.

The gas gauge is no longer approximate, either – there’s a digital read out showing how many miles you have to go until empty. The ride is smooth, and bumps were absorbed without jolting the driver. The seat is comfortable. It’s not quiet like an electric, but neither will you scare the birds nor annoy your neighbors when you start it up. Here are some hard specs:

Complaints were minimal. I really appreciate reverse, but the method used to reach it is awkward – you have to reach across with your right hand and press the R button, followed by pressing the downshift button. The machine will deploy the parking brake whether you want it to or not, and you have to turn it off every time before setting off. But if it prevents one mishap, I reckon it’s worth it.

My F3’s MSRP was $18,499 and prices go up to $28,499 for the top model. Can-Am has five variations of F3. With each variation, buyers choose a different color, audio package, a rear seat and hard cases for the F3T and limited series.

Some interesting statistics, according to company polls:

*32% of Can-Am On-Road vehicle owners are female, compared to less than 20% of current riders in the motorcycle industry as of 2022.

*Can-Am collaborates with more than 150 riding schools throughout the U.S. and Canada as part of its Can-Am Rider Education Program (REP); 80% of the 28,000+ participants who’ve completed the REP since 2016 did not have previously have a license to ride. So if you’re a first-timer, you can get all the support you need, and also meet others with the same interest.

*Close to 50% of Can-Am Ryker vehicle owners come from diverse communities.

*36% are female (Motorcycle industry: 20%)

*54% are new to the sport.

*72% are under the age of 55.

I put about 300 miles on the F3 at all hours of the day and night and found it a solid machine, a little pricey especially with the upper trims, but worth it for what you get.

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