All Duels – Duel Spyder RT Vs Tri Glide Ultra: never two … so three? – Three-party …

Posted on by admin

Duel Spyder RT Vs Tri Glide Ultra: never two … so three ?

All Duels - Duel Spyder RT Vs Tri Glide Ultra: never two ... so three? - Three-party ...

For some, large displacement 3-wheelers combine the faults of a motorcycle and a car. Others think the opposite. MNC does the sorting (cycle) by opposing the must of the 2014 novelties accessible to B licenses: the Spyder RT and the Tri Glide Ultra.

Three-party…

Despite its steering damper and the generous diameter of its fork (49 mm), the front axle of the Tri Glide Ultra is not a standard model on bumpy roads. Despite its heaviness (refrain from small arms!), It tends to suffer all the irregularities and to want to follow the long bloodletting.

Be careful also to integrate its instructions for use: if, at low speed, it is necessary to relieve the front by accelerating to turn more easily, it is necessary to modulate – or even cut off – the throttle on a curve to give it back support. Otherwise, the "small" front tire is pushed by the two "big" rear wheels … until it is released. At this stage appear the limits imposed by the asymmetry of a Trike.

The rear, made up of a tubular steel structure grafted onto the double cradle of an Electra Glide, rests on two gas shocks with a travel of only 76 mm. Very little progressive and "bouncing", this axle equipped with an essential differential drily retransmits the slightest bump, greatly spoiling the comfort. We are far from the absorption "padded" expected on such a vehicle…

What conditions to drive a three-wheeler ?

Since January 1, 2011, a 7-hour training course is compulsory for any holder of a B license (car) for at least two years (at least 21 years old for licenses obtained after 2012) wishing to drive a class motor tricycle. L5e. This class of vehicles includes 3-wheelers whose unladen weight does not exceed 1000 kg and whose width between the wheels placed on the same axle is equal to or exceeds 460 mm.

The regulations require the presence of a pedal actuating coupled braking and specific lighting: "any motor tricycle or heavy motor quadricycle, the width of which exceeds 1.30 meters, must be equipped with two main beams (and two low beams, Editor’s note) ", specifies article R313-3 of the highway code. This is why the headlight placed in the center of the front of the Tri Glide Ultra is fictitious: HD l ‘ covered with a chrome cowling to keep the resemblance to an Electra Glide, but the lighting is provided by the two long-range LED headlights placed on each side.

This 7-hour training course, identical to that required to drive a 125cc two-wheeler, does not concern people who can justify having insured a three-wheeler during the last 5 years before January 1, 2011, nor holders of the A (motorcycle) license who are at least 21 years old (from 18 years old for licenses obtained before January 19, 2013). It is usually taken in a driving school or an approved association and includes two hours of theory and five hours of practice. Be careful, however, holders of motorcycle licenses A1 (125cc) and A2 (new progressive license) cannot drive a 3-wheeler as efficient as the Spyder because French law restricts their field of action to "motor tricycles with a maximum power of 15 kW (20 hp)".

Failure to comply with this regulation results in a fine of € 750: a relatively low penalty if we compare with those incurred in the event of driving a motorcycle or car without a license (1 year imprisonment and 15 000 euros fine, and much more for driving with a suspended or canceled license!)

Both Can-Am and Harley-Davidson offer handling at a dealership when delivering their 3-wheelers: MNC advises future "tricyclists" to pay as much attention to it as during the 7-hour training, both reactions of these machines are unique.

Le Journal moto du Net continues to think that driving such specific vehicles would require more detailed training … The fact that their mechanical performance is not restricted has also made French bikers bitter: the "Spyder-ists" can legally benefit from the 115 hp of the RT, while legalization prohibits motorcycles from exceeding 106 hp in France … Admittedly, a two-wheeler is much lighter, therefore more efficient, but its driver has undergone extensive training in at least 20 hours…

In "sport" mode, the more playful will have fun making the inside rear wheel take off in the turns by causing the lifting of a good push on the opposite handle. However, a certain margin is to be expected, because the Tri Glide only asks to widen the trajectory … and putting the beast of more than half a ton back on the right track is not within everyone‘s reach! Especially since the American Trike is devoid of any aids capable of stemming a delicate situation, including the ABS.

By the way, only its pedal braking is coupled, mandatory equipment on L5e class tricycles (see box opposite). The right lever, it only actuates the front 4-piston calipers: it is therefore possible to block the front wheel – in the wet, in particular – despite a biting and timid power. The coupled device is hardly more incisive and moderately dosable. Here again, anticipation must take precedence over improvisation.

Without a front brake lever, the Spyder RT, on the other hand, has a whole range of very elaborate “electronic crutches”. Ultra-secure, the 3-wheeler from the BRP group works together with ABS, coupled braking, an ESP-style trajectory corrector used in cars, anti-slip and anti-lift. A real "flea bag" !

Completely transparent at a walking pace – which is what it is designed for, let us remember – these aids intervene as soon as the tempo accelerates. If the system judges for example that a curve is negotiated too quickly, via the sensors located on the front axle, it intervenes physically on the brakes and / or reduces the arrival of power through the injection..

In curves, it is therefore impossible to take off a wheel, to make the front skip or to trigger a drift during acceleration. On the other hand, when starting off with a bang on a surface with low adhesion (wet asphalt or gravel, for example), the traction control lets the rear tire slip for a few meters before intervening very gradually..

Quite disconcerting because intrusive, these multiple interventions can surprise the driver as well as the one following him: how can we predict that a vehicle launched at good speed will suddenly slow down sharply in the middle of a curve? Yet this is exactly what happens when we tickle the limits of the Spyder RT in arsouille mode: the electronics take control and lock everything, including, of course, the throttle … !

The most effective way to avoid this "electronic clamping" is to enter a curve on the swing, without sudden braking, then gradually accelerate to take advantage of the astounding grip and stability of the Can-Am. Riveted to the ground, the 3-wheeler then reveals a – small – part of its possibilities: we feel at this moment that its dynamic capacities are deliberately restricted. For the more athletic, head for the energetic "brother" RS !

Easier to take in hand thanks to its more predictable reactions (with the exception of assistance …), the Spyder RT also eclipses the Tri Glide Ultra in terms of comfort. Its rear suspension fulfills its functions perfectly, smoothing out irregularities with responsiveness and progressiveness. If necessary, a switch located under the handlebars can intervene electrically on the preload. An efficient and practical fit, especially when going from solo to duo loaded with luggage.

The only specific feature requiring a minimum of practice: its power steering is extremely sensitive and the rest even when gaining speed. The slightest pressure on the handlebars causes a change of course, like on an all-terrain quad. At high speed or on degraded surfaces, being flexible and light on the steering is essential to avoid causing unwanted movements.

Another feature common to these two tripods turning flat (unlike MP3s, for example, whose front axle tilts): in curves, the centrifugal force pushes the torso outwards in proportion to the speed. The more the pace increases, the more the pilot and his passenger must sheath the muscles of the trunk and tighten those of the arms to counteract this physical phenomenon..

Finally, despite its high displacement, the Spyder RT offers virtually no engine braking when downshifting. As in a car, each slowdown requires the use of the braking device, perfectly tailored for the exercise: the combined action of the three 270 mm brake discs (two at the front, one at the rear) is extremely powerful biting and easy to manage.

Close to a motorcycle on this point, the Tri Glide Ultra slows down sharply only by releasing the throttle, aided in this by the significant inertia of its mechanics. In use, especially during quiet trips for two, downshifting and letting yourself be carried over to the momentum is enough to modulate its pace, like on a large-displacement motorcycle..

A sofa for three

Change of scenery: after the small roads, make way for the motorway to return to the fold. Stalled at 130 km / h (at 3250 rpm on the Tri Glide, 4200 on the Spyder) thanks to the regulator – more intuitive to use on the Trike -, the two three-wheelers then unveil their multiple qualities of limiters.

Duo with three (wheels)

Designed to tackle long stages with maximum comfort in solo or in duo, the Spyder RT Limited and the Tri Glide Ultra show a lot of consideration for the passenger. On either side, the position is comfortable and unconstrained, the seat and back are soft and practical armrests support the forearms in walking mode. The large retractable steps are well placed and covered with rubber to absorb vibrations (quite present on the Trike but almost non-existent on the Can-Am).

The protection is excellent, even against a few drops of rain. Speakers and volume access buttons for the sound system allow the passenger to take advantage of the audio system. The Spyder takes the advantage on this point: placed on the right grab handle, the passenger controls are easily accessible, which is not the case on the Trike where their placement under the seat on the right side causes handling to the left. ‘blinded.

Over the long haul, the Canadian 3-wheeler stands out as the best host thanks in particular to its quality damping, where that of the Tri Glide Ultra strongly shakes the crew at the slightest irregularity. In addition, the passenger seat of the Spyder is better designed: its support is better than that offered by the seat, quite slippery, of the Trike. The Spyder’s grab handles are also much more ergonomic and comfortable than the narrow metal bars of the Tri Glide Ultra. In this top-of-the-range "Limited" version, the passenger handles of the Spyder RT are even heated: a particularly significant advantage in winter !

Finally, depending on sensibilities and tastes, the sound volume – quite high – of the American engine can become annoying over long distances. Much more discreet mechanically, the Spyder RT is therefore less tiring.

Under these conditions, the American takes back part of the ground conceded to the Canadian on the bumpy. On smooth asphalt, its poor suspension is nothing more than a bad memory because its soft foundations comfortably absorb the small defects of the pavement..

Above all, its more relaxed position is greatly appreciated: the bust is slightly tilted backwards, the lower back perfectly supported by the padding of the seats and the hands casually placed on the curved ends of the wide handlebars. A real three-wheeled sofa !

Equally comfortable in terms of sitting, the Spyder RT offers radically different ergonomics and less restful, because more upright. What is more, in the absence of the removable pilot backrest (an option at 544 euros which fits into a space covered with a cover between the passenger’s thighs), the lumbar muscles are not as well maintained..

The “straight bust-elbows folded” position immediately evokes the ergonomics of a quad or jet ski. No wonder, since the BRP group is also building both! Concretely, the driver is installed "in" the Trike but "on" the Spyder.

The placement of the controls calls for no particular criticism, with the exception of the Spyder’s brake pedal: since the front of its running boards point slightly downward (the reverse on the Trike), the flexion required at the tip of the foot to actuate the pedal is greater than on the Tri Glide Ultra.

Most of the time this feature goes completely unnoticed, but it becomes troublesome when braking is frequently applied. As in traffic jams, for example, where the muscles of the foot can ask for grace after several dozen successive flexions !

Another small inconvenience: if the protection offered by the Can-Am proves to be superior (especially at the level of the knees, the only part of the body not completely sheltered on the Trike), its "XXXL" windshield generates an aerodynamic depression in the lower back.

Better to lower it (electrically) a few centimeters – even if it means exposing yourself to slight turbulence on the top of the helmet – to stop this unpleasant thrust. On the Tri Glide Ultra, the windshield installed at the top of the huge fork crown is not adjustable, but its impressive protection is enough: the air is deflected several centimeters above the helmet of a 1.75 m pilot..

No turbulence or depression is to be deplored on the H-D, which also has removable flaps under the windshield to circulate air towards the pilot during hot weather (optional on the Spyder). Swiveling deflectors next to the headlights and removable hatches located just in front of the knees perform the same function. The small draft thus created makes it more bearable low-speed wanderings in the middle of the dungeon !

Last significant aspect on these vessels of the road: their practical aspects. The Tri Glide Ultra takes a slight advantage thanks to its enormous carrying capacity (189 liters against 155): a suitcase of standard size – and weighing up to 33 kg – fits in its trunk, while two full-face helmets fit in its top case !

But what a pity that on such a luxurious machine, you have to lock each of these spaces – but also the fuel flap – with the ignition key … Especially since the Tri Glide Ultra receives a practical hands-free starting system as standard, thanks to which the engine is started simply by activating the starter with the transponder in the pocket. System which also includes an alarm, the absence of which regrets on the Spyder RT…

On the Can-Am, the large front hold (44 liters) opens to the Neiman and closes on a full face helmet. On the other hand, the top-case and the suitcases are locked via a lock located between its full LED rear lights (same type of lighting on the Trike). Deep but narrow, the top-case accommodates a backpack, while only the right suitcase closes on a helmet. On the left, space is more limited due to the passage of the final transmission.

Designed to insert a mobile phone, the (unsecured) storage compartment of the Tri Glide Ultra is significantly less practical than that of the Can-Am: not only is the latter much larger (a glasses case and a smartphone come in without difficulty), but it locks automatically when the engine is stopped.

The Trike makes up for it with its richer instrumentation (see Practical aspects and equipment on the penultimate page), more intuitive (navigating the menus on the Spyder requires a certain practice) and above all more readable. Modeled on that of a car, the austere dashboard of the Can-Am sins by the tiny format of certain inscriptions (odometer, trip and engaged gear, in particular) and its sensitivity to reflections.

Finally, the Milwaukee three-wheeler completely eclipses its rival in terms of multimedia installation, probably the most elaborate ever tested by MNC! Extremely simple to use, this high-tech equipment can be controlled either with joysticks placed on the stems, or directly via the 16.51 cm digital touch screen that can be used with motorcycle gloves.

This "6.5GT Boom Box" includes an integrated GPS, a new voice recognition system and a sound system of incredible quality. While the Spyder RT’s audio system distills a metallic sound quickly overwhelmed by aerodynamic noises (lyrics remain audible up to around 110 km / h), that of the Tri Glide Ultra has a pleasant richness of tones, powerful bass and a mind-boggling volume.

At 130 km / h, the ear can still perceive every note of a good piece of rock, at the front and at the back of the Trike! Congratulations also to Harley for having thought of a Bluetooth connection to connect his Smartphone and for having installed a standard connection, via a USB cable, to connect or recharge any type of mobile device. Without Bluetooth, the Spyder RT only offers a cable in iOS format, only compatible with Apple products..

A questionable restrictive choice in Europe, insofar as the Google operating system (Android, whose main customer is Samsung) largely supplants iOS in terms of volumes. According to a study carried out by Kantar Worldpanel, 68.6% of mobile platforms (phones, tablets, etc.) were running Android in the last quarter of 2013 in the five main European markets (United Kingdom, Germany, France, Italy and Spain ) against only 18.5% for iOS.

In the United States, home of Apple and close neighbor of Can-Am, this rate was still 43.9% over the same period but it is declining rapidly (-4% in 2013, according to the study).

Verdict: "dear" three-wheelers !

Similar in substance but radically opposed in form, the Spyder RT and the Tri Glide Ultra are aimed essentially at the same audience but with different arguments. On the Can-Am, the originality of the lines, the astonishing sensations felt on the handlebars but also the comfort and the practical aspects are very attractive..

At MNC, we are also admiring the technological mastery of the BRP group, which develops its own concept, from the original geometry of the machine to its engine, including its sophisticated electronic aids. So many too restrictive and intrusive assistance, especially for a biker! On the other hand, the motorist looking for a statutory three-wheeler, built with care and reassuring will be satisfied with this over-equipped version "Limited", displayed the trifle of € 31,999 (€ 23,499 for the standard RT).

Much more typical "motorcycle" by its driving position, its lively – and vibrant – engine and its look modeled on the Harley Touring reference (well, the front only!), The Tri Glide Ultra is a gateway "stolen" to the world of the manufacturer of Milwaukee. It will especially appeal to those who have always dreamed of riding a Harley without ever finding the time or the courage to pass the motorcycle license..

But not only: trike enthusiasts will also appreciate being able to satisfy their passion for these astonishing 3-wheelers other than through the expensive intervention of a preparer, such as the Dutch specialist EML. Especially since a motorcycle transformed into a trike no longer benefits from the manufacturer‘s warranty, unlike the Tri Glide Ultra logically covered by Harley for 2 years, parts and MO.

Nevertheless, at 35,990 € the entry ticket, the Harley three-wheeler is very far from being within the reach of all budgets. Certainly, its presentation and finish are impeccable (with the exception of the wires feeding the headlights, roughly surrounded by chatterton, and the surface treatment applied to its exhausts, already rusted on our 8000 km Trike) and its equipment. is bloated.

But with regard to its elitist price, a few details are annoying: its "flashy" suspensions on the one hand and its reverse gear worthy of an electric tricycle for children "made in Pascherkistan" on the other! Unlike the Spyder whose gearbox includes a reverse gear driven by the 3-cylinder, the Tri Glide is indeed equipped with an electric motor to reverse..

This garish sounding equipment is moreover liable to heat up, due to the lack of sufficient power to displace the considerable mass of the Trike. Aware of the problem, Harley France told us what to do in the event of overheating: all you need to do is reset a fuse (accessible without tools) under a panel located at the rear right. A bit cheap for such a high-end vehicle…

Related articles

Leave a Reply

Your email address will not be published. Required fields are marked *