ADVrider.com
Sometimes, timing is everything and such was the case recently. In October, I was riding the PA BDR-X. It was not difficult terrain, but I fell off and ended up landing on a cluster of big rocks. The end result was that I had broken five ribs, most in two or more places, fractured 2 vertebrae, punctured a lung, and smashed my collarbone to smithereens. Two surgeries later, I haven’t ridden a motorcycle since crashing, or have I?
I recently received an email from Polaris asking if I’d like a two-week loan of one of their Slingshot three-wheeled vehicles. I think my first thought was, “Not me.” But since I was not fully healed and itching to get riding in the open air again, I said yes. And the TL/DR is that, ultimately, it was a worthwhile endeavor.
The Slingshot tucked into my garage, waiting to go out and play. Photo: Mike Botan
I hadn’t really paid attention to Polaris’ Slingshot or any three-wheeled powered vehicles for that matter. So when I took delivery, I have to say viewed from the front, it looked like a pretty mean machine. What now sat in my garage was a Slingshot Roush Edition, an enhanced and dressed-up version of Polaris’ other Slingshots, the Slingshot S, SL, SLR, and R. But enough background, let’s get to the details, shall we?
Is it a car or a motorcycle?
Many people ask whether the Slingshot is a car or a motorcycle. The answer is that in most US states, the Slingshot is considered a mix of the two and classified as an “autocycle.” So, what’s an autocycle? It’s a powered vehicle that has three wheels—often two in the front and one in the rear. They typically have a steering wheel with foot pedals for the throttle and brakes. They can also have side by side seating with seat belts and can come with a roof or be completely open-air.
The laws about autocycles vary from state to state, but most states do not require the operator to have a motorcycle endorsement. According to Polaris’ website, Massachusetts is the last holdout.
So yeah, it’s sort of a car and a motorcycle at the same time. Photo: Mike Botan
Slingshot Specs
Right off the bat, Polaris’ Roush Slingshot has some pretty good specs. It’s powered by a 1,997 cc fuel-injected four-cylinder engine that makes a claimed 203 hp and 144 lb-ft of torque; redline is a fairly high 8,500 rpm. On the Roush Edition, you transfer that power using a 5-speed synchromesh manual transmission (an “autodrive” is also available) and a carbon fiber reinforced 30 mm belt. With the Roush setup, Polaris says the Slingshot has a 0 – 60 mph time of 4.9 seconds. And when you are inside the Slingshot that feels pretty quick.
You can see one of the Slingshot’s big red Brembo brake calipers inside the wheel. Photo: Mike Botan
Once you get a move on, you’ll likely want to be assured that you can quickly bring the festivities to a halt. Helping you achieve that is a front set of Brembo 4-piston calipers putting the grab on a pair of slotted 339 mm cast iron rotors. A single-piston rear caliper slows things down by clamping on a 298 mm rotor.
Handling package
The Slingshot’s front handling package includes twin tube gas-charged coil over shocks mounted to an independent, double wishbone with forged aluminum control arms. Its 69.1-inch front track width is made up of a pair of beefy Kenda SS-799 low-profile 225/45R18 tires. A big and wide Kenda 305/30R20 is mounted to the single wheel at the back. Both are on aluminum rims. Overall, the Slingshot sits on a 105-inch wheelbase.
According to Polaris, this setup provides 1.02 “g”s of lateral grip. After driving the Slingshot through some corners, let’s just say that figure is reasonable, and the handling is quite spicy. More on that later.
The car-like stuff
While deemed an autocycle, the Roush Slingshot feels more like a roadster than a motorcycle, pure and simple. It doesn’t lean into turns, although your body does get the feel of movement when the “g”s are applied in spirited cornering.
When you look at it directly from the front, it does indeed look like a car. In fact, if someone in a car in front of you is checking out the Slingshot from their rearview mirror, it may appear to them to be a very low sports car. Especially when they see you sitting behind the small windshield and when the Roush Edition’s standard soft top is installed.
The small tinted windshield keeps the airflow inside the Slingshot smooth. Photo: Mike Botan
Ultimately, the Roush Slingshot has a very aggressive shape, and with its distinctive front lighting and red and white paint, it’s quite sporty looking. But looks aren’t everything, and it isn’t a car; it’s an autocycle.
Inside, you will find a pair of side-by-side mounted, well-bolstered, and comfortable seats with shoulder seat belts. The bolsters cup the body nicely making you feel secure once seated.
Infotainment
But it does have some car stuff that can make the ride more comfortable and entertaining, especially when there are few curves to enjoy. Such is the case in Florida, where I am now.
The Roush Slingshot comes with a 7-inch infotainment display w/Bluetooth/USB phone, nav, and Apple CarPlay. The display offers connected services, including traffic and weather overlays. It also functions as a rear view camera when reverse is selected.
Talking about rear view mirrors, there isn’t one in the Slingshot’s cabin. But it wasn’t a problem since the side view mirrors are set far enough apart to let you see what’s behind you for lane changes, etc.
When you want some tunes, a Rockford Fosgate 200w sound system with auto volume control can crank them out.
Storage
Behind the driver and passenger seats are two lockable storage compartments. Polaris says that they both will hold a full-face helmet, but I was not able to get my ADV-style helmet in the compartment because of its peak. Had I taken the time to remove it, it likely would have fit.
One of the two storage compartments behind each of the Slingshot’s seats. Photo: Mike Botan
However, if you want to travel, you can realistically fit about three days’ worth of stuff in each of the compartments. Kim and I were able to stow our gear in soft bags with no issues, but we did have to take our helmets with us.
There’s also a passenger-side, drop-down “glove compartment” with decent storage space. I estimate that it’s big enough to carry two people’s lunches.
Driving
Alright, enough about the Slingshot’s specs. Let’s get to the most important part, and that’s driving it. But first, you have to get inside, which takes some getting used to. Ultimately, I found the easiest way to get in and out of the Slingshot was to push the seat all the way back, put one leg in, and slide to the side. It’s a similar task when you want to get out.
Once inside, it’s immediately apparent that you are very close to the ground. Think just a little more than go cart height. Put on the seatbelt, depress the brake and clutch, and push the button to start. The engine fires up quickly with a nice “rorty” note.
From the front, the Slingshot is an aggressive-looking machine. Photo: Mike Botan
Shift the Slingshot into gear, let the clutch out, and the machine pulls strongly and quickly away with only a little throttle. The Slingshot’s power steering makes turning easy at slow speeds.
Driving Performance
Right from the beginning, the Slingshot is a hoot to ride—er, drive—whatever. It accelerates strongly, turns sharply, and makes a throaty growl when pushed.
If lighting up the rear tire is your thing, the Slingshot immediately complies. On a nearby deserted road, I brought the revs up, dumped the clutch, and then hammered the throttle. The rear wheel immediately spun and stayed that way until after third gear was selected.
That rear wheel can easily be ignited if desired. Photo: Mike Botan
The three-wheeler’s handling is razor-sharp, and the suspension is firm. It responds very quickly to steering inputs, more so than any car I have driven. In fact, at speed, it takes a fair amount of precision to track your intended line. Get it right, and it’s magnificent. Get it wrong, and you may find yourself making some corrections. That’s not to say that the Slingshot is twitchy. But it does require your full attention when pushed.
In addition, the Slingshot’s steering has a tendency to follow rutted roads. So, if you travel on highways that have tractor-trailer ruts, you may find that the Slingshot wanders in them more than you might like.
Braking
The Slingshot’s all-Brembo braking setup does a good job of slowing you down. While they are not supercar good, when you get on the brakes hard, the machine slows quickly and holds the intended line with no straying in either direction.
Day-to-day driving
Firing up the Slingshot and heading to some local curvy roads is great. The machine’s handling, firm ride, and rorty engine note make it exciting and fun to drive for an afternoon getaway from the house.
When stopped, people will notice you and the Slingshot, waving and honking their appreciation. Even while the Slingshot was parked in my driveway, several of my neighbors asked me to take them for a ride. Some of them I didn’t even know! If you want some attention, the Slingshot is your ride.
For longer rides, you must remember that the Slingshot rides like a roadster: you sit low, the engine note is somewhat loud, and you are subject to the elements.
The short, tinted windshield does an excellent job of reducing wind inside the “cabin” and eliminating buffeting, which is a big deal for longer trips. However, for my 5-foot 8-inch frame, the top of the windshield was just in the middle of my line of sight. For taller people, it shouldn’t be a concern, but if you are my height or thereabouts, be prepared to sit up straight to look over it.
The Slingshot with lighting on. Photo: Mike Botan
The Rockford Fosgate stereo is loud and clear enough for you to hear while cruising at speed. If you hook your phone up to Slingshot’s Bluetooth, it will also relay navigation instructions through the speakers. As a nice touch, the system automatically lowers the volume as you reduce speed.
When taking long, extended highway trips, the Slingshot could use another gear to quiet things down. While the engine can clearly handle the rpm, a taller gear would have been appreciated.
Well then, how’d it do?
All in all, I enjoyed my time in the Roush Edition Slingshot. Short trips around town were great fun, and the roadster-like cockpit put me into the elements just as a motorcycle does. Its handling is razor-sharp, and it is excellent when playing in the corners. However, if you often make long highway trips, the Slingshot’s sharp steering demands that you pay attention at all times, which can make a long trip a little more tiring.
Pricing
As stated earlier, there are 5 different Slingshot models. Their least expensive Slingshot S starts at $21,999. Moving up a level is the Slingshot SL, with a starting MSRP of $28,149. Next comes the Slingshot SLR, starting at $31,149. Near the top of the Slingshot range is the Slingshot R, which carries a $34,799 price tag. Finally, at the zenith of all the Slingshot models is the Slingshot Roush Edition which features a starting price of $38,149. That’s quite a price spread. The Slingshot S is very reasonably priced for what it is, and if you want more, Polaris gives you several options.
Would I Own One?
If a doctor told me that I could no longer ride on two wheels, I would definitely consider a Slingshot. But I love riding on two wheels so much that one probably isn’t on my short-term purchase list. That said, it is a very fun ride, and for many people, the Slingshot could be just the right thing to get them out in the open air.
If you want to feel the wind in your hair but fear riding on only two wheels, then the Slingshot is your ride!
The post Slingshot Roush Edition appeared first on Adventure Rider.”}]]
