Here is my initial observations after taking a new 2014 RT SE6 on a test ride this morning.
Ergonomics:The comfort seat puts the driver a few inches back in the saddle yet still offers more than adequate room for a good sized passenger. I found the comfort seat to be somewhat "cushier" than the previous seats that come standard on the RT. If you are looking for a softer feel you might like this particular seat, however I do not know if this seat is any better than a standard seat over the long haul. It does come with a slot to install an optional driver's backrest which for me would be a no brainer. I did notice that I appreciated sitting back in the seat more since it reduced pressure on my hips because of the change in leg angle in relationship to the floorboards.
The handlebars are adjustable, but for this test ride they were set at pretty well the same angle as your standard non adjustable handlebars from yesteryear. I would probably rake them out a bit to accommodate my longer wingspan, but having them adjustable, as they are in the current RT, is a good idea.
The driver floorboards are very comfortable and allows you to shift your feet a bit yet they give you a good solid foundation for when you want to aggressively attack the twisties. I like the forward tilt because I was used to this angle because I set up my ISCI boards this way.
Sound: When you fire up the new 3 cylinder engine it sounds more like a Goldwing GL1800 engine than a Singer Sewing Machine. I definitely noticed that it was much quieter at speed and had a pleasant tone when accelerating hard. Personally I appreciate a quieter exhaust while touring and this configuration really works for me.
Extra weight/Suspension: The bike is something like 50 - 60 lbs heavier than in previous years, but because of the beefed up Sach shocks and bigger engine it is a non issue. The BRP Rep (driving a 2013 ST), the couple who test drove it before me - 2 up (currently ride a 2012 RTs) and I all agreed that this machine tracks extremely well both straight on and through tight curves. There was a cross wind of about 25-30 mph during my drive and I was truly impressed that the machine behaved itself without having to fight with the steering when hit with sudden gusts. I even got to follow a transport truck at highway speeds for a bit and the test bike handled the buffeting extremely well. A bit better than my 2010 with stage one Elka Shocks. The extra weight up front might have had some say in why this machine seemed to handle so well. The passenger on the previous test ride said that she felt way less vibration on her floorboards than with their current ride.
Power: I like to ride in a spirited fashion on occasion and I had plenty of opportunity during my test ride to employ all of the torque and HP that this RT has at its disposal. The first thing I noticed is that the torque kicks in much quicker than the old engine and doesn't stop all the way through the gears. The sweet spot starts at about 1000 RPM and really goes hard shortly after 3000 RPM. This combined with the 6 speed transmission allows you to tool through town at 30 miles per hour in 5th gear and 40 miles per hour in sixth gear....without any engine lugging. Since the clutch is hydraulic there is no slippage at lower rpms.
At 70 miles per hour, in sixth gear, you are running at 3500 rpms. At 88 miles per hour in sixth gear my tach read 4100 rpms. Looks like we are looking at approximately 1000 RPMs less at highway speeds right across the board than we see with the 998 Rotax. It should be mentioned that the couple noted above took it up to 85 miles per hour during their test ride and the driver reported that it was still pulling hard.
Heat: It was a cool day so heat wasn't an issue. The literature states that the radiator fans reverse when the engine temperature is up and you are traveling at less than 15 mph. I asked the rep about this and he told me that he has experienced this during stop and go traffic. There was heat coming out of the honeycomb grill on the right side and left side but not anywhere near what I have we currently experienced when the fan kicks on in the older RTs. Only time will tell if the heat issues will be solved as a result of putting two rads up front and adding a reverse fan actuator on the rads. The re-routing of the exhaust pipe may be our salvation, but who knows.
Overall Impressions: The 2014 RT is still a very heavy touring machine and adding a few more HP is not going to make this a crotch rocket. However, that being said I can report that this new configuration had noticeably more get up and go than I expected. It really is a definite step forward in the continuing evolution of the Spyder RT.
This experience has been bittersweet. I am now feeling a high degree of envy towards those of you who have placed your orders for this machine. I look forward to reading your real world impressions in the coming months.
Edit: Here are a few pictures of the unit I rode. The only visible exterior change is the front radiators and grills above the A Arm. Everything else is exactly the same. (And No they did not change the signal light switch.)
Ergonomics:The comfort seat puts the driver a few inches back in the saddle yet still offers more than adequate room for a good sized passenger. I found the comfort seat to be somewhat "cushier" than the previous seats that come standard on the RT. If you are looking for a softer feel you might like this particular seat, however I do not know if this seat is any better than a standard seat over the long haul. It does come with a slot to install an optional driver's backrest which for me would be a no brainer. I did notice that I appreciated sitting back in the seat more since it reduced pressure on my hips because of the change in leg angle in relationship to the floorboards.
The handlebars are adjustable, but for this test ride they were set at pretty well the same angle as your standard non adjustable handlebars from yesteryear. I would probably rake them out a bit to accommodate my longer wingspan, but having them adjustable, as they are in the current RT, is a good idea.
The driver floorboards are very comfortable and allows you to shift your feet a bit yet they give you a good solid foundation for when you want to aggressively attack the twisties. I like the forward tilt because I was used to this angle because I set up my ISCI boards this way.
Sound: When you fire up the new 3 cylinder engine it sounds more like a Goldwing GL1800 engine than a Singer Sewing Machine. I definitely noticed that it was much quieter at speed and had a pleasant tone when accelerating hard. Personally I appreciate a quieter exhaust while touring and this configuration really works for me.
Extra weight/Suspension: The bike is something like 50 - 60 lbs heavier than in previous years, but because of the beefed up Sach shocks and bigger engine it is a non issue. The BRP Rep (driving a 2013 ST), the couple who test drove it before me - 2 up (currently ride a 2012 RTs) and I all agreed that this machine tracks extremely well both straight on and through tight curves. There was a cross wind of about 25-30 mph during my drive and I was truly impressed that the machine behaved itself without having to fight with the steering when hit with sudden gusts. I even got to follow a transport truck at highway speeds for a bit and the test bike handled the buffeting extremely well. A bit better than my 2010 with stage one Elka Shocks. The extra weight up front might have had some say in why this machine seemed to handle so well. The passenger on the previous test ride said that she felt way less vibration on her floorboards than with their current ride.
Power: I like to ride in a spirited fashion on occasion and I had plenty of opportunity during my test ride to employ all of the torque and HP that this RT has at its disposal. The first thing I noticed is that the torque kicks in much quicker than the old engine and doesn't stop all the way through the gears. The sweet spot starts at about 1000 RPM and really goes hard shortly after 3000 RPM. This combined with the 6 speed transmission allows you to tool through town at 30 miles per hour in 5th gear and 40 miles per hour in sixth gear....without any engine lugging. Since the clutch is hydraulic there is no slippage at lower rpms.
At 70 miles per hour, in sixth gear, you are running at 3500 rpms. At 88 miles per hour in sixth gear my tach read 4100 rpms. Looks like we are looking at approximately 1000 RPMs less at highway speeds right across the board than we see with the 998 Rotax. It should be mentioned that the couple noted above took it up to 85 miles per hour during their test ride and the driver reported that it was still pulling hard.
Heat: It was a cool day so heat wasn't an issue. The literature states that the radiator fans reverse when the engine temperature is up and you are traveling at less than 15 mph. I asked the rep about this and he told me that he has experienced this during stop and go traffic. There was heat coming out of the honeycomb grill on the right side and left side but not anywhere near what I have we currently experienced when the fan kicks on in the older RTs. Only time will tell if the heat issues will be solved as a result of putting two rads up front and adding a reverse fan actuator on the rads. The re-routing of the exhaust pipe may be our salvation, but who knows.
Overall Impressions: The 2014 RT is still a very heavy touring machine and adding a few more HP is not going to make this a crotch rocket. However, that being said I can report that this new configuration had noticeably more get up and go than I expected. It really is a definite step forward in the continuing evolution of the Spyder RT.
This experience has been bittersweet. I am now feeling a high degree of envy towards those of you who have placed your orders for this machine. I look forward to reading your real world impressions in the coming months.
Edit: Here are a few pictures of the unit I rode. The only visible exterior change is the front radiators and grills above the A Arm. Everything else is exactly the same. (And No they did not change the signal light switch.)
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