2026 Can-Am Canyon Redrock Review 

1 / 9

Can-Am is a company that does its own thing. It first debuted its three-wheeler lineup in 2007 with the first-generation Spyder. Now, almost 20 years later, Can-Am finally tackles the ADV market with the Canyon lineup, a trio of three-wheelers aimed at tackling all roads, not just paved ones. All three Canyon models, including the base model, the upgraded XT and the top-of-the-line Redrock, offer the same basic package, including the same engine. The Redrock has the highest-spec suspension and a few other perks to justify its higher asking price. I had the chance to ride the XT later, near home base on the east coast, but at the launch in Arizona, I spent most of my time on the Redrock. Its Ferris Bueller would say, “It is so choice.” So much so that I couldn’t be persuaded to trade for a lower-spec’d machine.

What’s New 

The Canyon lineup was all-new for 2025 and nothing has changed for 2026. They do borrow somewhat from Can-Am’s existing tech. Obviously, the three-wheeled layout is shared with the Spyder and Ryker lineups, and the three-cylinder Rotax Ace engine is also used elsewhere. But the Canyon is not just new for Can-Am, it is something that has never been done by any manufacturer, ever.

Styling / Aesthetics / Design: 7

An all-new design means the Canyon really has no competition to compare its looks to, unless you consider two-wheeled adventure bikes. As far as the styling of the machine, they’re like the whole idea of three-wheeler itself—you can either take it, or leave it.

Personally, I think the whole Canyon line looks like it belongs in the modern adventure bike scene. There’s plenty of plastic paneling hiding the ugly bits of the machine, but that’s par for the course in ADV world. The front end has an aggressive scowl. It works for me. And the Redrock comes in any color you want, as long as that color is a flat, muted green, with bright orange accent trim. The other Canyon models have similarly limited paint choices, which is probably no big deal to the ADV world. The aluminum cases that are standard on the Redrock certainly look the business.

Powertrain / Engine / Performance / Acceleration: 7

Can-Am uses the Rotax Ace triple widely, in other three-wheelers as well as other powersports machines, modified to meet the specific needs of those segments. They build a lot of these three-cylinders and have got the tuning sorted as a result! The Redrock (and all other Canyon models) have 1330cc capacity, with six-speed semi-auto transmission. The gearbox downshifts automatically; the user can override the auto-downshifts with the paddle shifter on the right-hand grip. The gearbox does not upshift automatically; that’s the rider’s responsibility, using that same paddle shifter (and no clutch lever required). 

The current Canyon models all make 115 hp and 96 lb-ft of torque, with a belt drive to the rear wheel. The Redrock and the rest of this lineup are not going to give you neck-snapping launches, although Sport, All-Road, Rally, and Normal riding modes do allow you to pick the power delivery that suits you, and the Redrock also offers a user-defined riding mode where you can dial in faster take-offs. Throttle response is civilized in the factory modes, though, and acceleration somewhat muted by the fact you’re riding a heavy three-wheeler instead of a lithe two-wheeler. The three-cylinder powerplant is smooth, and so is the gearbox; it is easy to enjoy riding this machine, once you’ve become accustomed to the three-wheeled layout. For all-day rides up the Dempster Highway, this would be a pleasant companion.

Chassis / Suspension / Handling / Ride Characteristics: 9

The Redrock’s semi-active suspension from KYB can adjust itself to match the road you’re riding, but you can also select pre-set stiffness levels from the machine’s dash. Tired of wallowing in the whoops? You can firm up the suspension’s damping without ever having to fiddle with clickers or other adjustments. If you’re headed off-pavement and want to soften the feedback, again, the answer is at your fingertips. It’s the perfect setup for someone who wants a machine that will offer both comfort and responsive steering across a wide range of surfaces, and the ride is comfortable as a result.

Brakes / Stopping / Brake Performance: 8

The Canyon Redrock is a very beefy machine, but it slows down quickly thanks to a linked braking system that ties both front brakes (one at each wheel) in with the rear brake, all operated by the foot pedal only (no handlebar brake lever). The front brakes are Brembo four-piston calipers mated to 270mm discs; the rear brake is a single-piston Brembo caliper, also mated to a 270mm disc. Of course, ABS is standard. There’s also an electronic parking brake that you must disengage when you drive off, which is a bit of faffing about the first couple of times you use it and then simple after that.

Rider Position / Ergonomics / Comfort: 8

If you’re used to an adventure bike’s upright seating position, you will feel right at home on the Redrock. The handlebars are raised and wide, offering plenty of leverage for steering a machine this big. The footpegs are easy enough to stand on if you want, but since you probably won’t use them to steer by shifting your weight, you’ll be seated more than you would on a two-wheeled ADV bike. That probably suits the average buyer just fine. 

One big bonus of the massive front end on this machine is that it cuts down a lot of wind and rain while riding; despite riding in soggy weather for hours, I was barely wet behind the bodywork.

Features / Technology / Safety: 8

Can-Am put a massive 10.25-inch touchscreen TFT on this machine, which allows you to control the electronic features through the ride modes; you can’t adjust ABS or traction control interference, or throttle response or power steering sensitivity directly, it’s all done through the ride modes. The screen also has infotainment capability that can control music playback (to your helmet’s Bluetooth comm, or onboard speakers) and offers a backup camera view (specific to the Redrock as a stock feature, although all the Canyon models have reverse gear). The TFT can also show turn-by-turn navigation. Apple CarPlay comes standard, and Can-Am is working on Android Auto.

The electronics package is what makes the Canyon lineup easily rideable; without it, the three-wheelers would be much more tricky to pilot. The sensors that control power output, ABS and suspension will keep you in line on a very slick, mucky surface as we found out at the launch and subsequent off-pavement rides. But the flip side is that they do limit your ability to truly flog these machines off-road; traction control kicks in before you start having too much fun. I tried cutting some figure 8s and doing donuts, and the Redrock didn’t want to cooperate. I accept that as part of the reality of riding a three-wheeler.

Range / Fuel Economy / Energy Efficiency: 6

Can-Am says the 7.1-gallon fuel tanks is good for 185-200 miles of range. That’s not terribly far for a 7.1-gallon tank, but the good news is that unlike a two-wheeled bike, the weight of the fuel doesn’t really matter, and it’s easy to add more. Can-Am put their LinQ accessory attachment system on the Canyon, which makes it easy to add a BRP-designed fuel container. No more worrying about the bungee straps on your jerry can, Can-Am’s in-house accessories will attach securely.

Value Proposition: 4

This is the fatal weakness of the whole Canyon lineup: These are expensive machines, and the Redrock is the most expensive of all, at $32,499 MSRP ($25,999 for the base model; $29,999 for the XT). They haven’t been on the market long enough to gauge their robustness in an ADV environment, either. They appear to be well-made machines, but you can get a brand-new flagship ADV for half that cash in 2026. But if you want the three-wheeled layout for any specific reason, Can-Am has the only game in town.

Conclusion

I really didn’t know what to expect when I rode the Can-Am Redrock, but left the initial test thinking: “This isn’t a motorcycle, but I can see the appeal.” They’re fun machines in their own right, and for long-haul rides up straight gravel highways (like the Trans-Taiga or the Dalton), these might be very practical mounts.

At a later point, I spent a few days riding the Canyon XT and must say the Redrock’s semi-active suspension was noticeably superior to the XT’s self-leveling setup. Aside from that, I found the XT to be similarly fun to ride; again, not a motorcycle, but still enjoyable. If these machines had a lower price tag, I think there would be a lot more interest in them once people had test rides. While some users will never get past the three-wheeled layout, others realize that a trike rider still is dealing with the same weather and road conditions as a biker; in fact, some rough terrain is actually more difficult to deal with, since you can’t steer around it as easily as you can on two wheels.

Which raises one final point: While the Redrock and the rest of the Canyon series can go off-pavement, they are not off-road vehicles. Push them hard in the dirt, and you’ll start breaking things—and they just won’t fit down a lot of trails. If you get stuck in a mudhole, you’ve got a lot of work ahead of you, since the curb weight is around a thousand pounds. At the launch, Can-Am emphasized that these are “all-road” machines, not off-roaders; fire roads, gravel infrastructure corridors and the like are what you should aim for, not double-track ATV trails through a bog. But, compared to the older Ryker and Spyder models, the Canyon models have far, far more capability, and for a rider who can’t handle a two-wheeled bike for physical or other reasons, these three-wheelers might be the key to exploring the world’s frontiers.

Cam Am Canyon Specifications and Pricing: 

Zac Kurylyk

A former commercial fisherman and part-time History teacher, Zac is a renaissance man who rides anything and everything. A veteran motorcycle journalist and lifelong rider with more than a decade of experience covering the global powersports industry, Zac has built a career exploring every corner of motorcycling—from adventure touring and dual-sport riding to the latest innovations in electric and custom builds.

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