Polaris Slingshot – Autocycle (Reverse Trike)

A Motorcycle or Not a Motorcycle – Who Cares, They’re Awesome!

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Check out these awesome Polaris Slingshots!

Grab a Slingshot and be ready for the summer!

At 1,750lbs and powered by a 2384cc four-cylinder motor sourced from GM, its 166 lb-ft of crankshaft-rated torque is plenty enough to overwhelm its lone 305mm rear tire.

Polaris uses its own ECU tuning to extend the engine’s rev ceiling to a fairly lofty 7200 rpm, with 173 hp peaking at 6200 rpm.

Turns with mid-corner bumps or gravel that would normally terrify a motorcycle rider are shrugged off without worry in a Slingshot, as the pair of 225/45-18 front tires will never fold in and threaten the structural viability of your collarbones.

Here is an example video of the Polaris Slingshot SLR LE



To further help the Slingshot, there are electronic safety systems for when its girthy 69.1-inch front track runs out of grip – that’s inches wider than a Corvette.

Polaris stated the traction control has been tuned to allow a generous 20% slip rate, which allows a decent entertainment factor. Happily, the TC can be switched off by a button on the console, which enables the longest, safest rolling burnouts of any “motorcycle.”

You Take the Reins

If you’re patient enough to hold down the TC button for more than a few seconds, your inner hoonigan will be delighted to see the Slingshot’s stability-control warning lamp illuminate, completely eliminating the reins of electronic nannies. Big kudos to Polaris for avoiding the grip of legal counsel and placing a priority on driving entertainment.

The SLR upgrade pays off on the most important touch points over the base model, with noted accessory company Sparco providing the gearshifter, steering wheel and drilled pedals. The biggest benefit is the aluminum shifter, which delivers far greater precision and slightly shorter throws when rowing gears.


The steering wheel boasts a racy and digitally pleasing shape, but its rubberized surface feels less than premium. Feedback through the electric power steering is modest but helpful, and it boasts much better self-centering action than the first Slingshot we drove, despite Polaris claiming there have been no geometry revisions to the front end.


The brake pedal feels firm clasping on a trio of 298mm iron rotors through braided steel lines.

The base model Slingshot S starts at $20,000. Another $5,500 will get you into the SL model, which adds an incredibly useful backup camera, a Rockford Fosgate stereo system which lets you blare obnoxious music (something I think is a requirement when driving), and a much-needed windscreen.

Another $2,500 and you’re sitting in a Slingshot SLR which adds a GPS system, Sparco steering wheel, shifter, pedal covers, and fancy style bits.

Pile on $2,000 more and you’ll find yourself behind the wheel of this Slingshot SLR LE with a starting MSRP of $30,999.

It has 10-way adjustable Bilstein shocks, a premium 200-watt Rockford Fosgate stereo, turn-by-turn navigation, and more fancy style bits.

The biggest improvement (after the stereo system because listening to loud, obnoxious music just feels right in this thing) are the Bilstein shocks which really improve handling when pushing the Slingshot, though the benefits I talked about earlier with the better tracking and easier input steering are felt across the board.


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