![]() ![]() During an exhibition, the car fell on a student, and the hauler who moved the car died a mysterious death. The garage where the Little Bastard was kept burned down to ashes. Later, George Barris, aka, the King of Kustomization who bought the busted vehicle stated that the mechanics working on it got inexplicable wounds and cuts. Eschrid got away with minor injuries, however, McHenry wasn’t as lucky. Just weeks later, the two participated in the Ponoma race where both of them crashed without any obvious cause. He lent some of the parts from the transmission and suspensions to his surgeon friend, Troy McHenry. Eschrid installed 550’s powerful engine into the chassis of his Lotus IX. The car and its remnants were auctioned off by an insurance company to Dr. Stay tuned to MO’s “What’s New” section for updates regarding this situation.Despite the horrendous accident, the engine of Dean’s 550 remained intact - as good as new. “We are working on it as a top priority but as of now the status has not changed,” says Polaris. Asinine because the Morgan, Spyder and T-REX have already established precedent to the contrary. Polaris is currently battling Texas and that state’s asinine decision to disallow Slingshots to be registered as motorcycles. The MSRP of the T-REX leaves the $20k Slingshot looking like a better bang-for-buck proposition. However, the lowest priced T-REX model, the V13R, costs $54k, putting it in a price range similar to the Morgan. At only $19,999 for the base model and $23,999 for the upgraded SL version (larger 18- and 20-inch, front and rear, forged aluminum rims, media console with a 4.3-inch LCD screen with a rearward camera, USB input and Bluetooth integration, and a six-speaker audio system), there’s not much, if anything, that can compete with the Slingshot in terms of fun, performance and wow factor at those prices.īefore you begin typing in the Comments section below your chastisement of us for not including the T-REX in this comparo, know that we did, in fact, contact Campagna Motors but our requests fell on deaf ears. However, there was consensus among all editors that when it comes to best bang for the buck, it’s almost impossible to beat the new Slingshot. Which leaves us with the Slingshot and Spyder.ĭue to the apples vs dinosaurs nature of this comparo, we disposed of our normal scoring system because it just didn’t seem appropriate. Needless to say, when it comes to the Morgan, if you have to ask, you probably can’t afford it. Once our tester arrived in the States, Morgan West, the dealer who lent us their demo, tacked on the “Morgan West Queen’s Diamond Jubilee Package,” which adds even more chrome/polished bits, graphics, and a Raptor air intake for the X-Wedge engine. Granted, our tester came with a host of aesthetic factory options, like the $3,796.47 Factory Bright Pack, which boasts chrome roll bars, polished exhaust, polished lower engine case, and chrome headlight buckets. Base model Morgans are priced somewhere in the $40k to $50k range, but that’s still twice as expensive as the other vehicles in this comparison. In the price department we’ve a wide gap between the Slingshot ($20k), Spyder ($21k as tested, $19.5k for the base model F3) and the Morgan at $78k as tested. The Slingshot’s brakes provide powerful, progressive stopping performance in all situations. “Non-power brakes require a strong stomp but offer pure feedback during threshold braking,” says Duke. “Once unbridled, the chassis balance between front and rear wheels became much more readable, upping the fun factor significantly.”Īlso operated by a foot pedal, but at the other extreme of linked brakes, are the manually operated ones of the Morgan. “I was initially unhappy with the Slingshot’s handling balance until I switched off the stability control,” says Duke. The Morgan’s lack of modernity and direct-connect feel is in stark contrast to the Slingshot and its electronic package including ABS and stability- and traction-control systems. ![]() ![]() “The 3 Wheeler’s well-sorted chassis encourages the driver to explore its admittedly low limits, while its Mazda Miata-sourced transmission has delightfully short throws and a satisfying feel of engagement.” “The Morgan’s steering is beautifully communicative, well-weighted and provides delicate yet clear feedback,” says Editorial Director Sean Alexander. “There’s a pureness in the driving experience, where you know every input you’re giving is being delivered to the vehicle and not given by a computer’s interpretation of your demands,” says Siahaan. Funny how the most expensive vehicle here, the Morgan ($78,000 as tested), is also the one lacking any of the modern technological rider aids with which the other two are so equipped. ![]()
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