Have you ever loved something despite the fact that it doesn’t really make sense? The 2025 Polaris Slingshot R falls into that weird category. It’s like a car that doesn’t have a roof and can’t carry a load of groceries. It’s like a motorcycle, but doesn’t lean, has an extra wheel, steers like a car, and in the case of my black test model, looks like something Darth Vader would climb into to decompress after a hard day of Sith Lording. Logically, this pile of plastic, metal, and rubber is one of the least practical new vehicles on sale today. It would be easy to hate the Polaris Slingshot R, yet I can’t. I keep having too much fun with these nonsensical things.
Three-wheel vehicles exist in a rather bizarre category. Legally, all of these vehicles are classified as motorcycles. Yet, two three-wheelers can be vastly different. A Can-Am trike feels and rides like a motorcycle. They come complete with moto-style bars, a moto seat, and moto pegs. Then you have weirdos like the Vanderhall and the Polaris Slingshot. The government says that these are motorcycles, too, but they have car drivetrains, car seats, car tires, and car steering wheels. This latter form of trike is also known as the autocycle.


Can-Ams make a ton of sense if you think about them. Not everyone has the balance, the mobility, or the skill to safely ride a motorcycle. Some people also might want the open-air experience of riding, but don’t care about the whole leaning thing. Motorcycle-style trikes have found a strong market in North America, and their fans are just as diverse as the machines themselves.

The Polaris Slingshot is another vehicle that has built a surprising niche for itself. But some car and motorcycle enthusiasts may wonder why. What would motivate a person to buy a Slingshot when roadster cars exist? I have now experienced two iterations of the Polaris Slingshot R, and after a combined couple of thousand miles of seat time, I’ve come to a wild conclusion. The Slingshot is so odd and so fun that logic doesn’t need to apply.
(Full Disclosure: Polaris loaned me a 2025 Polaris Slingshot R for a few weeks to use how I wanted to. I paid for my own fuel and put about 1,000 miles on the unit.)
Fresh Updates

The Polaris Slingshot skidded into 2025 with mild platform updates. I wrote about these upgrades back in February, and I’ll give you the top-line changes:
The most visible change in the 2025 model is the new mug. It’s still cartoonish and aggressive, but that’s a part of the whole schtick with the Slingshot. The look is so shocking that everyone has a comment. In my experience, kids think you’re Batman and adults stop you to ask countless questions. This new front end will change nothing about that.
The other big news is under the hood, where there are mild improvements across the board. The Polaris ProStar 2.0-liter four makes a return, but it’s now making 180 HP and 128.7 lb-ft torque in the lower Slingshot L and SL models. The higher SLR and R get the same engine but with a hotter tune good for 204 HP and 149.8 lb-ft of torque. While the raw numbers are barely different than 2024, Polaris says the torque curve has been adjusted to deliver more acceleration earlier. Indeed, peak power comes on at 7,500 RPM now instead of 8,250 RPM as before, so now you get to enjoy the horsepower a smidge longer before hitting redline.

Along with the updated throttle feel, 2025 Slingshot drivers should detect more refined steering as Polaris says the suspension is now tuned for better handling. The lower trim levels have an extra inch of ground clearance for greater comfort and less of a chance of scraping the Slingshot’s face when you’re leaving parking lots.
The Polaris Slingshot is celebrating its 10th anniversary this year. Honestly, it’s impressive that something that started out as a creative prototype has flourished as a funky choice for people who don’t want just another convertible.

The other big change with this year’s Slingshot includes an upgraded stereo. The highest Rockford Fosgate stereo option nets you a pair of 100-watt tweeters, a pair of 100-watt 8-inch midrange speakers, a quartet of 50-watt rear coaxial speakers, and a 400-watt 4-channel amp.
Personally, I didn’t even think that the Polaris needed more audio power. The 2024 Polaris Slingshot R I reviewed last year plays the hits so hard and so heavy that not only do you feel the noise resonate through your bones, but you couldn’t even think straight. I can only imagine that the upgraded stereo delivers tunes so loudly that your eyes would buzz.

Here’s the optional speaker enclosure lighting that’s available this year:

The final upgrades to the 2025 Slingshot involve opening up a catalog of bold accessories and finishes. All of these parts were inspired by the crazy modifications that Slingshot does to their vehicles. Now, you can get eye-searing colors, underglow, and painted ground effects directly from Polaris. The 2025 Slingshot even has optional glowing speaker rings.
Back in February, I noted that all of these garish factory mods are actually just my style. I said, “It’s almost as if the folks at Polaris are directly targeting me with these new ones because I love neon lights all over everything.”

Sadly, my 2025 Polaris Slingshot R loaner didn’t have the new high-end Rockford Fosgate sound system. However, the stereo it got was still new, as I still got the fresh 100-watt 8-inch midrange Rockford Fosgate speakers. Weirdly, the one in my unit was technically a downgrade from last year, as it didn’t even get rear speakers. I didn’t get the nifty optional neon lights either. Both of these were bummers as, admittedly, I was really looking forward to cranking the tunes up to 11 and rocking my fillings out.
Still, I was excited. I received the Slingshot just as the weather was warming up, and I was looking forward to topless fun.
A Familiar Face, Just A Little Better

A lot of this Slingshot R felt like seeing an old friend. Polaris did make a bunch of changes, but the Slingshot feels the same at its core. But there were a couple of changes I noticed from the moment that the Slingshot R was decoupled from the tow truck. The seats were notable in how they looked a lot more aggressive than last year’s Slingshot. I liked the upgrade in style, and comfort wasn’t compromised either, as these seats felt about as comfortable as last year’s model.
Here’s the front end of the 2024 model, for reference:

That said, one thing I was sad to see missing was a rocker switch to turn on seat heating or seat ventilation. I thought that having seat heat and seat ventilation was a game-changer in my 2024 loaner. Not having these options made a notable difference, too. Spring was pretty cold here in Illinois, and I found myself feeling pretty chilly while whipping the Slingshot R around, which is something I didn’t feel in last year’s model thanks to those seats.
Something I was pleased to see was a new key fob design.

I know this is a sort of silly thing to focus on, but last year’s fob seemed a bit like an afterthought, like Polaris just used whatever fob it could find. This time, the fob was nice, hefty, and looked like the kind of fob that you get with a modern car. It’s a small but good touch to see.
Polaris also says that it made a ton of changes to the occupant experience and to the fit and finish of the Slingshot. In practice, this seems to mean that touchpoints are a little more friendly this time around. I noticed that the phone pad on top of the transmission tunnel did not bake my phone like it did last year. Oh, and the new gas cap finally allows me to put fuel in the darn thing without breaking my nails. Still, the Polaris Slingshot leans hard on its use of hard plastic for everything. It sort of feels like you’re driving a road-legal side-by-side.
At the very least, I do welcome the small changes, and I’m sure my nails do, too.
Burnout Machine

Driving the 2025 Slingshot R gave me massive doses of what I loved about the 2024 model. Hit the start button and the Polaris-designed Prostar 2.0 fires into life and settles into an idle that sounds similar to that of a four-cylinder motorcycle. Put it in gear, pop the clutch, and give it a foot full of throttle, and it’ll light up the rear tire, instantly converting rubber into smoke. Hold the line as you accelerate, and you’ll notice a hilarious single black stripe get painted on the ground behind you.
The 2024 Polaris Slingshot R was a total riot, and the 2025 model is no different. If anything, now that peak power is reached a little earlier in the rev range, the new Slingshot is even wilder than before. Now, I get the gratification of maxing out the engine even sooner before I hit redline.

Honestly, I don’t believe that 60 mph acceleration times matter in a Slingshot, but if you care, the R can dispatch 60 mph in only 4.9 seconds. Well, I should clarify that it’ll go 60 that quickly if you can hook that rear tire soon enough. But why would you do that? The Slingshot is at its most fun when it’s sideways and spilling out more smoke than the aftermath of a fireworks show.
The transmission in the 2025 is still the Aisin AR5, which is famous for its use in the Chevrolet Colorado and the Saturn Sky. It’s still a rockstar in the Slingshot. The shifter has short throws, is satisfyingly notchy, and is delightfully accurate. You have no idea how hard it is for me not to use the tired cliche of calling it “bolt-action.” I won’t go there, but if you get the manual version, you will not be disappointed. I even dig how this transmission has a distinct whine and sometimes makes little metallic clunks when you’re really hard on the throttle. All of it just adds to the drama of doing a full send in a Slingshot.

An automatic transmission is available for the Slingshot, and this transmission consists of the same AR5, but with a computer doing the shifting. I have not driven an automatic Slingshot, but some who have say that shifting performance is on the slower side.
Flinging The Slingshot Around
Handling is another big question with the Slingshot. Polaris says that it has done some suspension tuning and that the 2025 model should be a better-handling vehicle than the 2024 model. I can see that claim, as this year’s Slingshot R did seem to cling to curves better than last year’s model.

The best way I’d describe handling in the Slingshot is that it’s more classic roadster than it is sports car. It’s not the best-handling machine out there by any measure, but it will take curves with surprising gusto. The Slingshot R can also be pretty predictable at the limit. If you have traction control on, outrunning your traction results in understeer, which is great if you are not familiar with performance driving. Now, breach the limit with traction control off, and you can respond with a dab of throttle, sending you into a drift. If you’re like me, you’ll giggle from start to finish.
I imagine that a lot of this has to do with the tires. Some who have reviewed lower-end Slingshots with narrower tires have had less complimentary things to say about handling.
The greatest part about the Slingshot’s handling experience isn’t so much going around corners, but the steering feel. So many cars have numb steering wheels, where what your hands feel is divorced from what the wheels are doing. Even vehicles that have some feel are muted compared to the cars of decades past. Well, the Slingshot is somewhat a return to how things used to be. This is exaggerating a bit, but run over a quarter and you’ll probably feel it. You can tell what your wheels are doing at all times.

There’s so much feel, even, that you might feel more confident in having fun and doing some hooligan stuff because you know where the wheels are.
The Slingshot R’s suspension is not what I would call soft. The front wheels deal with road imperfections okay enough, but if you hit a pothole with the rear wheel, it is something that you will feel in your body. The seats are comfortable enough that you can drive a Slingshot all day without feeling sore, but do not expect to be coddled by the suspension. Now that I’ve driven these for over 2,000 miles, I’ve crafted a strategy for bumps. You can straddle many potholes between the wheels if you’re careful. But if you cannot, always send one or both of the front wheels into the pothole. The front plastic might jiggle something mean, but you won’t feel the bump as much.


This time, I also tried using the Slingshot R in more varied scenarios. I even used it like a shop truck (above), transporting two tires and a wheel to an Audi TT. Sadly, there isn’t even enough storage space to carry even a full set of tires. But, if you try hard enough, you could make a Slingshot do very minimal work.
Truth be told, a Slingshot is not really something that you buy because you want to rule a track day. You aren’t buying it for practicality, either, because it comes hilariously short in that regard. It’s more like a fun vehicle to carve canyon roads with before you decide to do donuts in a parking lot. If handling is a priority, you’d probably be better shopping for a Miata.
Even The Lower Sound System Thumps

One of the biggest selling points about the experience of driving a Slingshot is the stereo system. While I was disappointed not to get a tester with the new top-spec sound system, I did enjoy being able to test out a lower model. My Slingshot R had the two aforementioned 8-inch in the footwells and two tweeters, and no rear speakers. Admittedly, the sound clarity and the bass were not really on the level of the upgraded system that I tested in the 2024 Slingshot R. Play the stereo at a volume above 8, and you will get distortion. The speakers can also be overwhelmed by songs with really heavy bass. Clarity is okay, and even if you listen to classical tunes, you’ll still hear most things.
To be fair, that’s about as I would expect. If every sound system sounded the best, then nobody would spring for the upgraded versions. So, comparing the lower-end system to the high-end version isn’t really fair. On its own, the system is still good. You won’t feel like you’re in a concert hall and don’t expect to blast Skrillex at 11 (yes, the stereo still goes to 11, which I love) and keep perfect clarity, but it’s still good enough for what it is. It’s still more than loud enough to function as a boombox with three wheels. Mercedes Jam Session Approved!
Issues

My specific tester this year gave me a few challenges. One of them was the fact that the exhaust pipe, which dumps out under your passenger’s feet, sometimes sends fumes into the cabin area. This results in smelling those fumes, which some people might find unpleasant. In my case, my wife complained about smelling something similar to eggs or hard water most times I punched the throttle. I smelled it very rarely.
In the Slingshot’s defense, it was a new vehicle with only 300 miles on its odometer, so its exhaust system and catalyst weren’t even fully broken in yet. I suspect that with many more miles, the intensity of the fumes won’t be as high as they were at the time of my test.
Most of the fit and finish were improved for this year, just as Polaris said it would be. The plastic body panels fit better on this tester with smaller panel gaps, which I like. However, it does seem as though the smaller panel gaps weren’t great for the windscreen. At speeds of 60 mph or above, the windshield sometimes jiggled, making a plastic-on-plastic sound that’s unpleasant to the ears. Had I owned this Slingshot, I would have put felt pads between the windscreen and other plastic surfaces. Otherwise, just turn up the stereo.

My bigger problems happened with the engine and the stereo. I have now tested several Polaris products, from RZR side-by-sides and Indian motorcycles to multiple Polaris Slingshots. I’m not sure if I’m just deeply unlucky, but the Polaris Ride Command infotainment software has always been buggy for me. I’ve now tested vehicles with Ride Command using at least four completely different Android phones and one iPhone, too. Other issues I experienced with Ride Command include freezing when trying to read a phone via USB, the volume buttons randomly becoming unresponsive, or the screen freezing on a screen telling me that audio streaming was disabled. Amusingly, that last warning frequently came up while music was playing!
Finally, one new issue that I experienced this time that I didn’t experience with Ride Command before was the system’s Bluetooth radio failing to work. All of these issues are fixed by pressing the gear button long enough to reboot the system, but the glitches happened way too often. I experienced at least one of these glitches every time I started this Slingshot.

I frequently ran into an issue when the music that I was streaming started skipping like a heavily scratched CD. Restarting Ride Command fixed this issue. Toward the end of my loan, skipping was a problem that I experienced every other time I started the machine.
Another music-related issue happened with the speaker enclosures. If I routed enough bass through the speakers, the left side enclosure put out a really annoying rattle. The worst part is that it got worse as the music got louder, so there was no running from it. I fixed this issue by using zip ties to squeeze the plastic enclosure harder together.

The worst issue I encountered was with the engine. I took a long day trip out to some hidden roads in Wisconsin. At one point, I pulled over just past a rock formation to take pictures. I left the engine running so I could get pictures with the lights on and be able to scoot out of there quickly if traffic came. It was only 73 degrees that day, so it wasn’t that hot.
When I finished my photo shoot, I hopped in, put on my seatbelt, and then put the Slingshot R into gear. The moment I pulled out, the engine went into a multiple-cylinder misfire, resulting in effectively no power. I got trouble codes 65590 (general misfire), 65593 (cylinder 3 misfire), and 65594 (cylinder 4 misfire). Restarting the engine cleared these misfires, but it was very odd that this happened in the first place.
Finally, one last observation that I made with my loaner this year was that water got behind the cover for the instrument cluster. This didn’t happen last year. Admittedly, this is a very tiny thing, but it did catch my attention.
It Doesn’t Make Any Sense, But It’s Still Darn Fun

Here’s what you’re looking for in terms of pricing, from my previous reporting:
The base model of the Slingshot is the S model, which gets you the 180 HP engine tune, standard brakes, narrower wheels, and basic equipment. That means fewer, weaker speakers that don’t glow and black ground effects. In 2024, the S model was $21,999, but now it’s $24,999. However, Polaris says you now get a 2.7-inch screen and a more basic Rockford Fosgate system standard as well as a windshield standard, which you didn’t get in the 2024 S model.
From there, you’re looking at $28,299 for the SL and $31,399 for the SLR. Moving up in trim levels nets you more features and the SLR is the first trim that gets you 204 HP. Meanwhile, the top-of-the-line Slingshot R is $34,999. This price is up only $200 compared to last year’s model. The prices you see here are for models with manual transmissions. Adding the automatic is roughly $2,000 depending on the exact trim.
Much of the rest of my time with the 2025 Polaris Slingshot R felt very familiar to what I said in my review of the 2024 model. The Slingshot R remains one of the absolute kings of hooliganism. The machine makes it almost too easy to spin around like a top or to live out your Tokyo Drift fantasies.
I also love how this thing is an absolute people magnet. Kids will think you’re a comic book character, and adults will say that they wish they had one. Women might ask to take selfies with it, and if you drive a Slingshot through a quaint town square, eyes will divert from old-timey architecture to watch you roll through the brick road. I know this from experience. Here’s the Slingshot sitting next to a curb in Galena, Illinois.

I’ve now tested the Slingshot twice, taking it through countless towns and cities. I’d say that darn near 99 percent of the people you meet will adore it. Make sure you leave home early, because you will get questions and people will want to sit in it.
I think the answer to my original question remains the same now as it has always been. The Polaris Slingshot is the ride for someone who thinks a Mazda Miata is not silly enough. The Polaris Slingshot is for someone who loves attention or wants a loud vehicle to go with their equally bold personality. Slingshots are for customizers, weird three-wheeler aficionados, and people who want to be Batman. Really, the Polaris Slingshot is for anyone who loves burnouts, donuts, drifts, and never really growing up.
Sure, just about any convertible car is infinitely more practical. Point your finger at any relatively sporty car and I bet that car would handle better, too. Meanwhile, just about every motorcycle on sale also makes more logical sense. The Slingshot isn’t about practicality, and it’s not about making sense, at least not in the traditional way. It’s about raw, unfiltered fun. If you care about nothing else but fun and playing out your comic book fantasies, the Slingshot will deliver tons of smiles on every drive.
I’m almost 57 and have no interest any more in learning to ride a 2 wheeler. I still want one of these for my 25 mile commute for these last few years of work and as a weekend toy, and I am still an introvert who does not want anyone to look at me or talk to me about it.
My wife and I borrowed our son’s Slingshot (sadly automatic) a couple years ago. I don’t even know if it had a radio, but I don’t think we would’ve turned it on anyway. We just enjoyed the low to the ground, visceral experience of it on the twisty roads in Northwest New Jersey. Took awhile getting comfortable (although part of that was related to never having worn a motorcycle helmet), but once I did I totally drove it like I stole it.
Twas a great way to spend a Summer Day, and now we’re considering getting one for weekend jaunts where we just want to disappear for the day. Kinda hard to be incognito, though.
Technically, 3 is a full set for the slingshot.
In my experience the stereo is the defining aspect of these. I have never encountered one not playing terrible music at comically loud volumes. My assumption is their target market are people who like Harleys but have too much fear of biker gangs or people who are too macho to own a Miata.
I read the article just to try to understand the bizarre headline, which seems to imply that more practicality somehow equals more fun. I mean, a practical vehicle can be fun, but fun vehicles tend to be impractical, almost as a rule.
I think a more apt headline might have included “despite being the worst of all worlds,”
These things look ridiculous(ly fun).
I definitely hope to rent one someday.
I was thinking why not just get a Miata the whole time, then saw the pricing. New these definitely undercut the ND, but you can get a seriously good used ND for the price.
And you can also do actual car things with the ND. I wouldn’t mind renting a Slingshot on a vacation or something, but I can’t imagine spending new car money for one.
Agreed. No trunk? A half assed top with no windows? Add the quality complaints and I’d go Mazda all day long.
I’m just impressed by that one photo in front of the dumpster. Who knew that Groot could metamorphize into a Cybertruck wannabe.
I just can’t take these things seriously. The give off the vibes of a Boomer that wanted a Corvette but wears jorts and flip-flops instead of khaki shorts and New Balance.
And this is coming from someone that’s a Polaris snowmobile fangirl.
I encountered a club with about 20 cars at a local parade. If I had to pick a demographic for that particular group, it would be early-middle-aged Latinos. Old enough to afford such a thing (and custom paint, a zillion LEDs, and speakers pointed OUT), young enough not to understand ‘tasteful’ yet. 🙂
Personal favorite was the hood mural of Zombie Michael Jackson.
and wears white socks with the flip flops
What if Morgan was headquartered in North America? This is what you would get.
Tourists around here rent them by the hour to cruise up and down The Las Vegas Strip – something you definitely don’t want to do on a motorcycle – and I can’t think of a more visceral way to experience the over-the-topness of Las Vegas.
Can confirm, the strip on a bike sucks. Dad and I were on a multi-state tour and thought it would be fun to cruise the strip to our hotel instead of taking the back roads around the casinos. 30 minutes of painstaking crawling along after a full day in the saddle, no bueno.
While I can’t readily recall ever loving anyone or anything that made sense (depending on POV), these things are no worries for me as they look like they were made to be profitable at 1/4 the price, which is when they’d be worth purchase except for the whole body design. And I like tadpole trikes, even designed several.
That exhaust exit seems such an glaring afterthought.
And reading the rest of the review makes me think much of this vehicle is an afterthought.
Polaris Slingshot: When you want the cargo capacity of a dirt bike, the turn radius of an SUV, and the frontal cross sectional area of a Ford E350.
Dang, that’s a better description than the one I gave! It’s also right on the money.
I’ve carried that though with me for several years. In 2018 when I was vanning down the Blue Ridge Parkway (highly recommended activity for anyone who hasn’t) I stopped for the night at a small mountantop inn/resort. A creditsweep (the technical term for a group) of Slingshots was already there. I watched one of them leave and had to 3-point a U-turn in the drive that my Mitsu van could do in a single cut with its 88″ wheelbase and high-riding long overhangs.
I had no idea those things had the turn radius of a car as well as the frontal width of one. At 77″ inches of width it even encroaches on said E-350s. Why not just take a wheel off your car and put a lead weight on the other side to balance it…
I found a photo from that trip. Like, I feel they’re physically bigger than the Mitsu.
I asked ChatGPT to generate an image of a super cringe, hideously aggressive vehicle that’s good at nothing for people that use Batman as their work profile picture, and it just sent me a link to the Polaris website instead.
I haven’t tried the latest generation, but spent a day with a friend’s probably 4-5 years ago while on a motorcycle trip with several people. For context, at the time I also owned a NB Miata. Driving the Slingshot made the Miata feel like a Rolls Royce in comparison. It was incredibly unrefined and felt like the steering wheel should say Fisher-Price on it. While it technically made about the same HP as the Miata, the engine felt coarse and sluggish to respond and rev and nowhere near as fun to. Sure, it does burnouts if you tap the gas pedal. That also means it’s terrible at putting power down. If you try to take a corner at more than about 5/10th pace, it’s going to be a mess. It somehow would both understeer, and oversteer, throughout the same corner, but in an unpredictable and unenjoyable way. Or, the complete opposite of tossing a Miata through some nice curves. I can see why they’re popular as rentals in beach/resort towns, a novelty to cruise the boulevard in, but I’d never for an instant consider buying one. I’d have more fun cruising the beach town in a golf cart.
More recently I rented a Vanderhall on Turo while out in Vegas. The difference between driving it and the Slingshot is night and day. The Vanderhall is FWD, and turbocharged, and has 250hp, so it’s considerably faster, and can actually put it’s power down without just obliterating the rear tire. The build quality is vastly better, the interior is all bespoke gauges and feels like an art-deco airplane cockpit. The steering wheel is wood and steel, not lifted off a power wheels toy. It makes ALL the turbo noises, really reinforcing the “airplane without wings” feeling of driving it, a jet spooling up and all the whooshing when you get on the throttle. It does offer a pretty special feeling driving experience.
Like any FWD car, it will understeer when pushed hard enough, but you can push it much harder than the Slingshot before getting to that point, and then, it’s predictable. Despite handling much better, it also had a smoother ride- the Slingshot managed to be both mushy feeling in corners, yet harsh and jittery on small imperfections.
The only letdown to the Vanderhall is it’s automatic only, and it’s the auto essentially out of a Chevy Cruze. It behaves like an economy car automatic when left to it’s own devices. Short shifts, reluctant to downshift. The one I rented did have the (optional) sequential bump-shifter, so it will hold gears until you tell it to shift, which does hugely help, and it’s reasonably responsive. It’s a conventional auto, so no snap-quick DCT shifts or anything. I’d have preferred a manual to be sure (obviously practicality/convenience is not why you’re buying something like that), but I wouldn’t consider it a dealbreaker. Being it’s a more or less off-the-shelf GM item, it wouldn’t surprise me if it could be flashed with some sportier/firmer logic.
Ultimately, I’d take a Miata over either of the two trikes when it comes to driving experience (and it’s a “real car” you could use everyday), but if you want a trike, the Vanderhall is absolutely the way to go. The one I rented was a 2019 model, and was only showing about 8000 miles on it. I chatted with the owner a bit when I returned it and he said it’d been absolutely flawless, zero issues beyond maintenance items, despite most of those miles being rentals. In Vegas. So, I’m sure not the most gentle treatment. (he said it was on it’s 2nd set of front tires, and they were almost gone). Given Mercedes’ brand new press demo unit needs a “turn it off and on again” reset every time it’s started, sounds like Polaris build quality is just as crap as ever.
Thanks. These are the kinds of comments I really enjoy here on the site. In-depth no-nonsense take on the subject matter. My mind did wander about how fun a slingshot would be, but you put me back on track. I currently don’t have a fun car now, but if it were to happen, Miata should certainly be on the short list.
Understeer is also inherent to a tadpole trike configuration. FWD is the most sensible drive configuration as you ideally want most of the weight in the front, you have more traction from both the weight and the extra wheel, it leaves more room in the cockpit, and potential FWD donors are cheap and everywhere with lots of possibilities, but car dorks are: hur dur, FWD is stupid, I’m m4D RWD drifto0Rz k!Ng, yo. Thankfully, they and their claims are almost all BS as I never see anyone driving on the streets as they claim to.
Slingshot assessment matches my observation.
I’ve been curious about the driving characteristics of Slingshots and thought about renting one…but I think your description is enough for me. Over+Under steering at the same time is bummersville. Thanks!
The practicality of the Slingshot does not seem to reach the heights of #miatalogistics.
I can’t get over how hideously ugly these things are, it doesn’t have to be this way. Body by Fisher Price.
It’s like someone saw a Mansory custom, and said “Hold my beer.”
My daughter (12) is the consumate comedian. The last time she saw one of these, she said “Dad, you can’t buy one of those, it’ll blow the rest of your hair off!”
Note that this is observational humor, and generally accurate 🙂