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Not exactly a motorcycle, certainly not a car, the three-wheeled Can-Am Spyder turns heads wherever it goes. Yes, everyone really is looking at you, or at least at the mount between your knees.

Unlike the majority of motorized trikes, the Spyder sports two front wheels and one in the rear. Instrumentation is essentially the same as on a motorcycle except that there is no brake lever. All braking is managed, front and rear, via a linked brake pedal on the right. And unlike most motorcycles, the Spyder has a reverse gear.

Although there are a variety of permutations on each model, there are essentially two Spyders. The RT comes with full passenger accommodations including a backrest and cargo compartments, while the RS does not. Depending on your desires, the four RT models have an escalating slate of additional standard equipment.

But what is it like to ride one? That's probably the Number 2 question Spyder owners are asked, next to "What the heck is that?" The answer: Not like anything else you've ever been on.

Although you steer with grips like on a bike, there is no leaning or counter-steering. To turn left you steer to the left; steer right to go right. Just like with a car or any other trike. Then, also like a car, the momentum of turning wants to throw you in a direction opposite to the turn. To counter that, the Spyder rider braces with the opposite peg and leans into the turn, across the machine. The foot pegs are strategically rear-set to facilitate this.

Make no mistake, it takes some getting used to. On a recent test ride we found it advisable to take a few spins around the parking lot before venturing out onto the streets. Then, once out on the street, we took it fairly slow for awhile in order to get a good feel for the handling.

Delay Factor

One thing that took no time at all was turning people's heads. At every stop the drivers and passengers of the other vehicles turned to look, with puzzlement and smiles on their faces. Kids, especially, stared in wide-eyed wonder. More than once, windows were rolled down and questions thrown out.

"How fast does it go?" (Faster than the speed limit.)

"Do you need a motorcycle license for that?" (Yes.)

"Is that thing really fun to ride?" (Definitely yes.)

And of course, most of all, "What the heck is that?"

Parking the Spyder, it is common to attract passers-by who are eager to engage you with a whole range of questions. And don't be surprised if mothers ask to shoot photos of their youngsters on this peculiar machine. You may find yourself factoring in additional travel time just to handle all the interest.

On the Road

Once you get the feel for it, and gain confidence in turns, the Spyder is a comfortable, all-day riding machine. The broad, well-padded seats allow you to keep going, as does the 6.6-gallon gas tank. One thing that might necessitate more frequent stops than otherwise is the inability to move your feet around to different positions. Highway pegs would be nice, but where would they go? Maybe someday the aftermarket will address that issue.

The 998cc V-twin engine produces good power and gives good acceleration, with a top speed around 110 mph. The bikini windshield works surprisingly well and if more blockage is desired, a taller one is an option. The linked brakes provide plenty of stopping power.

Priced starting at $16,499 for the base model RS, and $21,399 for the base model RT, the Spyder is comparable to other touring motorcycles. For some folks, three wheels are better than two. You know who you are.

For Long Island Motorcycles, visit Island Powersports at http://www.IslandPowersports.com. Rock bottom pricing, outstanding customer service, and knowledgeable staff to satisfy your thirst for fun. Schedule an appointment today to get out and ride!

Brake Rotor: Key Part of Mercedes Brake System

Brake rotors are the rotating discs on the Mercedes-Benz disc brake system. They are mounted on the Mercedes Benz drive train and provide a clamping surface for the brake pads. When you step on the brake pedal, the foot pressure is transmitted hydraulically by the master cylinder to a push rod connected to the caliper-driven brake pads. Depending on the foot pressure input, the caliper then squeezes on the brake rotors and retards the motion of the car.

The disc brake system of the Mercedes Benz works in principle like the brakes on a bicycle. But, since cars need more braking power, the caliper in the disc brake assembly clamps on the rotor to apply restraint on the wheels instead of a caliper tightening on the wheel itself. Aside from improved braking power, the Mercedes Benz disc brake assembly spares the wheels from the resulting friction.

Operationally, the brake rotors are exposed to high heat condition. Most Mercedes Benz brake rotors are made of cast iron to withstand the heat and friction against the brake pads. But the chronic contact between the two makes them highly disposed to regular replacement and maintenance. Brake pads are one of the maintenance items in a Mercedes Benz that require periodic replacement, while brake rotors often have a long service life.

Replacement brake pad sets are categorized as per drive applications. Brake pads with harder and less aggressive compounds are designed for Mercedes Benz cars used in city driving. Using this kind of friction material on performance cars can result in brake fade. Race cars, or performance Mercedes Benz cars for that matter, are fitted with a brake pad set lined with soft and more aggressive friction material like asbestos, Aramid, etc. Driving style and preferences are often valid considerations when deciding on brake pad replacement.

Because most brake pads are equipped with aggressive friction compounds, brake rotors are periodically flipped to make rotor wear even. However, turning the brake rotors can reduce their ability to temper heat in the high-friction operating condition. Heat buildup between the brake rotors and the brake pads can “warp” or reshape the brake rotors, causing thickness variations. When this happens, you get a pedal pulsation, and sometimes, a jolt in the steering wheel. When the brake rotors get worn over time, they do not only get thin but lose the heat ventilations on their contact surface. This ventilation exhausts friction heat via the holes that are cross-drilled on the discs.

Aftermarket Mercedes Benz brake rotors can have fins or drills hollowed out of them that are meant to dissipate heat at greater amounts, preventing rotor warping and brake pad wear. These usually go to the front brake rotors, which carry more of the weight load of the car and are faced more frequently by hard braking operations.

There are also slotted discs. This type can be the most ventilated brake rotor. However, slotted discs are more appropriate for Mercedes Benz earmarked for racing and hard drive applications. The slots on the brake rotors, while reducing considerably the possibility of heat buildup, can wear out the brake pads easily. They are nonetheless reliable in preventing the brake pad material to stick on the discs and reduce the braking power of the assembly. When looking for Mercedes brake rotors, these design considerations can let you do away with the largest of requiring premature replacements.

About the Author

Dwyane Thomas is a part time cook and full-time auto-enthusiast. This 31-year old Civil and Environmental graduate is a consultant at one of the engineering firms in Pennsylvania.

I just changed the brake pads in my 94 sentra and now when I step on the brakes the pedal feels weak, WHY?

I did bleed the brake fluid lines and what not but the pedal still feels all weak not stiff. how do I get my braked pedal to feel stiff again so I dont have to slam the pedal just to come to a stop?

Bleed the back brakes too.

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