I Drove The Most Luxurious Polaris Slingshot And It’s The Weirdest Car That’s Somehow Not A Car

For a little more than a decade, the Polaris Slingshot has filled an interesting niche in the automotive world. It’s the vehicle for people who can’t or don’t want to ride a motorcycle, but also feel that a convertible car doesn’t go far enough. The Slingshot is loud to look at, loud to drive, and has one of the loudest stereos I’ve ever heard. Now, the people of Polaris have churched up the Slingshot, giving it a dose of luxury. I got to drive a 2026 Polaris Slingshot Grand Touring and a 2026 Polaris Slingshot Signature Edition from Miami to Key West, and now, with these additional features, I feel like the line between a car and a Slingshot is blurrier than ever before. Yet, I still couldn’t help but smile.

This is now the third year in a row that I’ve tested the Polaris Slingshot. The bones underneath America’s most alien three-wheeler haven’t changed much over those years. Instead, Polaris has performed most of its work on what’s bolted on top. The Slingshot has gotten a new face, better paint, and upgraded interior materials. Where do you go next from here?

(Full Disclosure: Polaris invited me to test its new halo Slingshots in southern Florida. Polaris paid for my travel, accommodations, and all the seafood I could eat.)

Automakers and motorcycle makers have found a clever way to keep customers within their ecosystems. A lot of car and motorcycle buyers will turn to the aftermarket for modifications and accessories. If you’re an automaker, that must feel like you’re leaving cash on the table for another company to pick up. So, now you’ll find crossovers, motorcycles, and even side-by-sides shipping from the factory with the trinkets that were found in the aftermarket in the recent past. Or, you’ll find models that now ship with accessories that were once a part of a separate catalog.

That’s what the 2026 Polaris Slingshot Grand Touring and the 2026 Polaris Slingshot Signature Edition are in a nutshell. They combine the best parts of the Slingshot’s catalog into one vehicle while also tossing on the kind of paint that a buyer would normally have to pay a separate shop for. I got to test both of these Slingshots on an epic ride from Miami, Florida, to Key West.

A Dream Trip

I maintain an internal list of roads that I have to drive before I die. I absolutely have to find myself on California’s Pacific Coast Highway, the Tail of the Dragon, the Nürburgring, the German Autobahn, the Alaska Highway, the Blue Ridge Parkway, and at least a few others. Those are just the famous roads. I’d also love to drive the entire length of U.S. Route 20 and the length of America’s longest Interstates.

One of the blessings of being an auto and moto writer is that I’ve had the privilege of striking items off my bucket list. I rode the PCH on a loaned Can-Am Ryker Rally, and I drove what’s left of U.S. Route 66 in America’s smallest four-seat car. I have been to locales and created memories that would have never occurred had I stayed in Information Technology.

The bucket list trip that has been on my mind for at least a few years is the iconic Overseas Highway. I’ve known about this highway ever since I was a kid, and it has always been a subject of wonder for me. I’ve always wanted to know how humans built a highway stretching over 100 miles across the ocean. I’ve always wanted to see what was left of the old bridges, and I’ve long dreamed of seeing the ocean blue just off the windshield of a dream car or some other fitting vehicle.

I have tried to make an Overseas Highway trip happen quite a few times. Every single time I fly to Tampa for the Florida RV SuperShow, I attempt to drive from Tampa to Key West, but I can never make the timing work. Whenever I buy a car from Florida, I chart a course for Key West, only to discover that it just won’t work in the little free time I often have. I even attempted to work out a press loan for a fancy motorcycle for an Overseas Highway trip, but that fell through.

So, my brain practically errored out when I got the invite from Polaris. I admit, a Slingshot wasn’t my first choice to take on the legendary highway. I saw myself doing this trip on a motorcycle, my Mazda Miata, the Autopian’s Nissan Murano CrossCabriolet, or in a Smart. But, as I found out, the Slingshot might have been born in Minne-snow-ta, but it’s the perfect vehicle for a sunny-day driving over the ocean.

Don’t worry, I’m going to cover this dream trip of mine in a different story.

The Basics

Engine: 2.0-liter Polaris Prostar naturally aspirated inline-four.

Transmission: Five-speed Aisin AR5 manual transmission, or the same transmission with a computer handling shifting.

Drive: Single rear-wheel-drive.

Output: 204.1 horsepower at 7,500 RPM, 149.8 lb.-ft. of torque at 6,500 RPM.

Weight: 1,692 pounds dry.

Fuel Economy: 25 mpg observed.

Base Price: $24,999 for Slingshot S. Price doesn’t include freight or set-up, numbers that Polaris does not advertise, even to the press.

Price As-Tested: $36,999 for Slingshot Signature Edition, $41,999 for Slingshot Grand Touring. Price doesn’t include freight or set-up, numbers that Polaris does not advertise, even to the press.

I’ve learned some fascinating factoids about the kind of person that Polaris sees being the buyer for a Slingshot. To Polaris, the prime Slingshot owner is the kind of person who seeks out activities that help them push pause on reality. This person likes being seen as an expert and a leader, while focusing their life around fun.

The vehicle this person wants provides thrill, connection, and fun. This vehicle is also more than just basic transportation and boosts the confidence of its driver. To help further illustrate what a Slingshot buyer might look like, Polaris says Slingshot buyers often like stick-based sports, fighting sports, fishing, boating, hunting, and vehicle racing.

The Fancy Slingshots

The point behind the Signature and the Grand Touring is to give these people more of an “elevated” experience out of their Slingshots. Most of this was done by reaching into the Slingshot’s own parts bin.

Both of these special models are Slingshot Rs at heart. That means 204 horses in the stable, Brembo brakes, Sparco pedals, and 305-section width meats on the wide wheels. The ride is suspended via double wishbones on each front corner and a motorcycle-style swingarm in the rear with a single shock.

The Signature and the Grand Touring are equipped similarly, to an extent. Both vehicles come with a Rockford Fosgate Stage 3 Max sound kit, which consists of two 8-inch Rockford Fosgate speakers in the interior side panels and two 6.5-inch speakers right behind your head, adding up to 700 watts of power. Polaris then throws in programmable LED lighting to turn both of these Slingshots into your own concert stage. Another goodie from the Slingshot R parts bin is a seven-inch infotainment display running Polaris Ride Command. This system gives you live traffic data, weather data, Apple CarPlay, a vehicle health screen, and also functions as the backup camera screen. Crucially, however, it does not give you Android Auto.

The biggest differences between the Signature Edition and the Grand Touring are their colors and comfort features. The Signature Edition gets the Slingshot R’s seats, while the Grand Touring gets heated and cooled seats.

What’s neat is that the Grand Touring’s seats are actively cooled using graphene strips with electricity fired through them. They aren’t just ventilated!

The Grand Touring also gets what Polaris calls the Slingshade. This all-composite canopy blocks out the sun and some wind. It’s not a new accessory, as you can equip it on other Slingshots for an extra charge. However, Polaris says that this is the first time it has ever sold a Slingshot R-based three-wheeler with all of these options at the same time.

What really made the Signature Edition and the Grand Touring pop was the paint. The Grand Touring comes painted in iridescent Viper Black with Green Venom.

Meanwhile, the Signature Edition got Golden Steel with Black Crystal paint.

Both schemes are color-shifting, with the Grand Touring appearing either more black or more green depending on where the sun hits the paint. The Signature Edition looks more sky blue or more gold, depending on how the sun hits it. Every square inch of both paint jobs is filled with sparkly glitter.

When I wrote about the Signature Edition in February, I described these sparkles as being like bold and in your face like a bass boat. However, in person, the sparkles are far more muted than that. Instead, they’re more like the glitter that you’d find in a custom car’s paint job.

Actually, the paint of both editions is much different in real life than in pictures. Not even the official images from Polaris properly capture how the paint reacts to the sun. Honestly, it’s amazing in person, and I’d totally paint one of my Smarts in the color-shifting blue-gold.

I was disappointed when I didn’t get to test out the new Polaris LED interior lighting system last year. Thankfully, all of the vehicles provided for the press trip had the system, and it got me hook, line, and sinker. You can customize the LEDs to be any set of two colors that you want, and you can have them breathe, pulsate, or even thump to the sound of your music. Between the paint, the speakers, and the LEDs, it almost seems like these flashy Slingshots were specially formulated just for my tastes.

Alright, so that’s what you get for your money. What’s it like running a Polaris Slingshot down through the Florida Keys?

A Road Trip Over The Sea

Our drive took us from the famous South Beach of Miami and straight to the core of Key West. We got a sort of hero’s welcome in Miami with a police escort and crowds of people who watched us cruise through South Beach. Honestly, it was a little surreal. Everyone had their phones out, from kids on bicycles to people just trying to eat their breakfast.

Once the police escort got us out of traffic and onto I-95, we were on our own. We set our sparkly hoods for U.S. Highway 1. We’d spend some considerable time baking in the southern Florida heat, but once we got to the very edge of the mainland, traffic thinned out, and we rocketed toward the legendary Overseas Highway.

I will cover the history of the Overseas Highway in my article about this being a dream trip, but what you should know is that the highway, which was built on an old railroad grade, spans 113 miles, crosses 42 bridges, and traverses 40 islands. The most famous bridge on the route is the Seven Mile Bridge. This highway is a marvel of engineering that had my mouth on the bottom of my helmet the entire time. Honestly, driving it was far cooler than any dream I was able to conjure before.

I started my day in the Signature Edition, and a lot of it was a review of the 2025 Slingshot R that I drove last year. This is a vehicle that will happily do a donut, a drift, or a burnout with only a tip of the throttle, a turn of the wheel, and a loose nut in command. The Slingshot R has always had a rowdy character, and this one is no different. This is a trike that’ll understeer when you overcook a turn right until you dab the throttle, then it’ll transition to oversteer. It’s all pretty predictable and controllable. If you don’t know what you’re doing, the stability control is tuned to let you have just enough fun without letting you wrap it around a pole.

Apparently, the engineer behind the Slingshot’s handling and stability control tuning actually takes his Slingshot to the track, which is pretty wild. You notice it in the production vehicle. The Slingshot drives like it wants you to give it just a little more throttle, take that corner just a little faster, and give those Brembos a workout. Back when I tested the 2025 model, there were times when I was able to take a corner so hard and with such confidence that I briefly forgot the thing only has three wheels.

However, this time, I had to keep my hooliganism at bay. I drove the Slingshot as a reasonable person would, and treated it like a cruiser. Instead of lighting up the back tire, I found a high gear and relaxed.

The Signature Edition that I drove in the morning was equipped with an automated version of the Aisin AR5. What’s amazing is that there was no automatic version of the AR5 until Polaris started fiddling with it. No matter if your AR5 was in a Chevy Colorado or a Saturn Sky, it was a five-speed manual with an agricultural feel. To make the AR5 into an automatic, Polaris had Magna International engineer a shifting system and shift computer.

What’s pretty neat is that the Polaris Autodrive version of the AR5 has only a single clutch, but it shifts almost as fast as a DCT. Don’t worry, it won’t feel like the transmissions inside my Smarts. Personally, I prefer the actual AR5 over the automated version, but I appreciate creativity like this.

The Slingshot Signature Edition turned out to be an unexpectedly good island cruiser. I thought that the Slingshot wouldn’t really do anything that my Miata couldn’t, but I was wrong. Not having a windshield or a windshield frame in front of me meant I had a totally unimpeded view of Florida’s breathtaking island waters and the masterpieces that were the bridges on the Overseas Highway. But there was more. It was hot that weekend with temperatures well into the 80s with pretty high humidity. But it didn’t really matter. Fresh air comes in from everywhere on the Slingshot. I wasn’t even bothered by the sun beating down on my body for most of the day.

I also respected the fact that not everyone wants to hear Weird Al, and I kept the stereo to a more personal level.

Ironically, the Slingshot’s stereo is no longer the loudest stereo I’ve tested. The Slingshot stereo may go to 11, but the system that Dodge puts into the new Charger is so loud that it physically hurts you. Still, the Slingshot gets loud enough that you could use the Slingshot as a big boombox for your block party. The Stage 3 Max system is also an improvement over the Stage 2 system from last year. If I played my tunes at 11, they were still rather clear.

The other good news is that Polaris has updated the Ride Command software, and for the first time since I started testing Polaris products, I had zero issues with crashes and almost no glitches. In the past, I had issues with the infotainment display crashing, freezing, locking me out of controls, or just not detecting a paired device. In the past, it was so bad that I learned how to force-reboot the infotainment system without restarting the vehicle. These glitches were so pervasive that I experienced them on every engine start on both Slingshots and Indian motorcycles. Credit where credit is due, the system is improved!

That said, I feel it is my duty to please remind you to refrain from polluting your local area with your music. The Slingshot’s stereo is fun, but noise pollution is not.

The only part holding the Slingshot back from being the perfect island cruiser is the suspension. The Signature Edition is on the firmer side. That’s great for cornering as the Slingshot remains relatively flat. However, I felt all of the expansion joints of all of the bridges in the Florida Keys. The front wheels were softly sprung enough to deal with road imperfections with only some feel reaching my butt, but if I hit a big bump with the rear wheel, I felt it in my body. Thankfully, the seats compensate for the hard suspension very well, and I have yet to hop out of a Slingshot feeling sore.

I would spend about half my day in the Signature Edition, and truth be told, it felt exactly like the two previous Slingshots that I tested, only now with an ocean breeze and sparkly paint.

Adding A Roof Makes Things Weird

What was surprisingly different was the Grand Touring, and it all came down to the Slingshade. The first thing I noticed was that the Slingshade doesn’t look particularly awesome when you get close to it. As I said earlier, the Slingshade is made out of a composite material, and it has the sort of fit and finish that you get in a side-by-side’s body. That’s to say that there are massive panel gaps, plastic that doesn’t feel very sturdy, and visible imperfections from the molds.

The Slingshade sits pretty low over the cabin of the Slingshot. Because of this, you need to pop open the half-gullwing doors to get in.

It’s a neat touch that looks really cool, but the latching mechanism leaves a lot to be desired. It consists of a weak magnet on one end and a plastic turnbuckle on the other. The panel gaps are so huge that you can see the sun through the closed hatches. I found myself opening and closing them a few times because they didn’t seem closed even when they were.

Oh, and the Slingshade’s composite false windshield frame is not structurally designed to be used as a way to help pull yourself out of the machine, despite a strong impulse to reach for it in this way. Likewise, don’t think the Slingshade adds any safety, either, as it does not have any metal in it.

The weirdest part about the Slingshade is how much it makes the Slingshot Grand Touring feel like a car. The Grand Touring has a half windshield and, when it’s combined with the Slingshade, diverts most air away from the cabin. This can be pretty neat because it’s even effective at keeping exhaust fumes out of the cabin.

True to the mission of the Grand Touring, I turned on my cooled seat and felt supremely comfortable under the Slingshade. I didn’t have the sun beating down on me, wasn’t getting hot air from outside, and wasn’t getting beaten by wind.

On the other hand, having the roof meant that the Slingshot’s sightlines out of the vehicle became no different than driving around in a car with a roof. I no longer had infinite air ahead of me, and I now had a roof in my way when I looked out of the sides of the vehicle.

What’s worse is having to wear a helmet under the Slingshade. Remember, the Polaris Slingshot is legally a motorcycle, not a car. Polaris requires you to wear a helmet at all times in its press vehicles, and would prefer it if Slingshot owners did so, too. Admittedly, it felt rather ridiculous to be sitting under a car-like roof, but with a helmet and safety glasses on. It was like being a little “cocoon”.

This is just my taste, but I feel like if you want to slap a roof on a Slingshot, put a convertible car on your shopping list. They are awfully close in experience.

The Slingshot Is Still Awesome, But Maybe Without The Roof

Or, just buy a Slingshot without the Slingshade. You’ll save a few grand, get the true open-air experience, and drive the purest form of the Slingshot. The longer I drove the Signature Edition, the more I enjoyed the concept of a Slingshot. I generally don’t buy into marketing speak. I’ll go as far as to say that, sometimes, I think it’s pretty nauseating. But, as I drove across my 12th bridge for the day, I began to see where Polaris was coming from when the PR folk said that the Slingshot is “more freeing than a car and more accessible than a motorcycle.” It did indeed feel a bit more open and exposed than my Miata, and doesn’t require its driver to know how to ride a motorcycle.

But I didn’t feel that way in the Grand Touring. That one felt way too close to being like a car to me. It becomes a bit weird because then I start thinking about cars. In my head, the roofless Slingshot works because it’s ridiculousness cranked up to 11. You’re willing to give up a fourth wheel and practicality because of how silly it is. You buy one of these things because you want to look like Bruce Wayne, and you love it when kids, tourists, and completely random people ask questions and take pictures. It doesn’t matter if you drive a Slingshot in Wisconsin or Florida; they get all kinds of attention.

However, the Grand Touring becomes so dangerously close to feeling like a car that I wonder why you wouldn’t just buy a car? You’ll get more storage, an HVAC system, airbags, crumple zones, and a fourth wheel.

So, of the two that I drove on this trip, the Signature Edition was the clear winner. It’s everything I enjoyed about previous Slingshots, but now with a better stereo, cooler paint, better infotainment software, and a smaller price tag compared to the Grand Touring. If you want the Grand Touring’s heated and cooled seats, those can even be added to a Signature Edition or other Slingshots.

Of course, it’s no secret that the Slingshot is a pricey ride. For comparison, a base model Mazda MX-5 Miata starts at $30,430 before fees, or roughly 11 large less than the Slingshot Grand Touring. Make no mistake, you’re paying sports car money for something that has a sticker between the seats, telling you that it’s a motorcycle. But I think if you have the kind of cash that buying an expensive toy commands, I think you’ll have a blast with a roofless Slingshot. I’ve now driven these things everywhere from the Mississippi River to Key West, and the smiles per mile ratio when driving a Slingshot is incredible. For some folks, that will be worth the price of admission. Just, again, please keep your radio turned down.

Top graphic image: Mercedes Streeter