Yes—three‑wheel cars exist, and they’re on roads today

Yes, three‑wheel cars exist, and you can buy and register them in several countries today. They range from open‑air “autocycle” roadsters like the Polaris Slingshot and boutique models such as the Morgan Super 3 and Vanderhall Venice/Carmel to tilting urban runabouts like the Dutch‑built Carver. Legally, many of these vehicles are classified as motorcycles (or “autocycles”) rather than conventional passenger cars, which affects licensing, safety standards, and how they’re insured. Three‑wheelers also have a long history—from the UK’s Reliant Robin to microcars like the Peel P50—and remain common in parts of Asia as commercial three‑wheelers (auto rickshaws).

What counts as a “three‑wheel car”?

In everyday use, people call them cars when they are enclosed, have car‑like controls (steering wheel, pedals), and seat one or two passengers side‑by‑side. Technically, regulators draw finer lines. Most U.S. three‑wheelers are classified federally as motorcycles; many states add an “autocycle” category for three‑wheel vehicles with a steering wheel and seat belts. In the EU/UK, road‑going three‑wheelers are generally type‑approved under category L5e. Designs come in two main layouts: “reverse trike” (two wheels in front, one in back) and “delta” (one front, two rear), with the reverse‑trike layout typically offering better front‑end grip and stability.

Where you can buy one today

A number of manufacturers sell three‑wheelers new in 2025, from enthusiast roadsters to compact urban EVs. Below are prominent examples available in key markets, with notes on what they are and how they’re typically classified.

• Polaris Slingshot (U.S., Canada, select markets): A reverse‑trike roadster with a steering wheel, seat belts, and no roof; sold continuously since 2014. In most U.S. states it’s an “autocycle,” which usually allows driving on a standard driver’s license.
• Morgan Super 3 (UK, EU, U.S.): A hand‑built reverse‑trike from Morgan Motor Company, successor to the Morgan 3 Wheeler. Often registered as a motorcycle/autocycle; minimalist, open‑top motoring for enthusiasts.
• Vanderhall Venice and Carmel (U.S., limited export): Boutique three‑wheel autocycles with side‑by‑side seating and car‑like controls; typically licensed as autocycles/motorcycles depending on state or country.
• Carver (EU and select markets): A narrow, tilting enclosed three‑wheeler (electric) for urban use, offered in passenger and cargo variants with speed‑limited versions for city compliance.
• Auto rickshaws (Asia, Africa, Latin America): Three‑wheelers like the Bajaj RE and Piaggio Ape are ubiquitous for passenger and light‑cargo transport, though they are commercial trikes rather than car substitutes.

Availability varies by country and local approval. Enthusiast models target weekend driving and short commutes, while tilting and commercial three‑wheelers focus on dense urban mobility and cost efficiency.

Notable historical and global examples

Three‑wheelers have appeared in waves—post‑war austerity microcars, British tax‑class specials, and efficiency experiments. These milestones show the breadth of the format.

• Reliant Robin/Regal (UK): Lightweight fiberglass‑bodied delta trikes famous for economy and tax advantages; pop‑culture icons despite stability jokes.
• Messerschmitt KR200 (Germany): Post‑war bubblecar with tandem seating and aircraft‑inspired canopy; a quintessential three‑wheeler of the 1950s.
• Peel P50 (Isle of Man): Among the smallest production microcars, with three wheels and a single seat; revived in limited numbers in recent years.
• BMW/Iso Isetta (Italy/Germany/UK): Most BMW Isettas used closely spaced twin rear wheels (technically four wheels), but UK‑built versions adopted three wheels to fit favorable tricycle regulations.
• Bond Minicar (UK): A series of economical three‑wheelers from the late 1940s onward, capitalizing on motorcycle licensing rules.

These vehicles emerged from specific economic and regulatory contexts—fuel scarcity, tax and licensing benefits, and urban practicality—that continue to shape three‑wheeler design and adoption today.

How they’re regulated and licensed

Rules determine how three‑wheelers are built, sold, and driven—and they vary widely by region. Here’s how major jurisdictions typically treat them.

• United States: Federally, three‑wheelers are classified as motorcycles, so they generally do not have to meet automobile crash standards (e.g., airbags, full frontal/side crash tests). Most states now define “autocycles,” allowing car‑like three‑wheelers with seat belts and a steering wheel to be driven with a standard driver’s license; helmet rules vary by state.
• European Union/United Kingdom: Many fall under category L5e (three‑wheeled motor vehicles). Some can be driven on a car license; others require motorcycle‑type licensing depending on power/weight and national rules. Safety and emissions requirements differ from M1 passenger cars.
• India and Southeast Asia: Three‑wheelers are widely used as commercial vehicles (auto rickshaws) under local three‑wheeler categories; licensing is specific to commercial operation and not equivalent to private passenger‑car status.
• Other regions (e.g., Australia, New Zealand, Middle East): Policies differ on whether three‑wheelers can be registered for road use and what license is required; prospective buyers should check local vehicle standards and licensing authorities.

The key implications: legal classification affects licensing, required safety equipment, and even insurance and financing. Always verify local rules before purchase.

Why choose three wheels? Benefits and trade‑offs

Potential advantages

Three‑wheelers can offer compelling benefits for specific use cases, from urban commuting to weekend touring.

• Efficiency and weight: One fewer wheel, simpler drivetrains, and narrower bodies often mean lower mass and better energy use (fuel or electric).
• Lower regulatory burden (in some markets): Motorcycle classification can simplify compliance, reducing cost and enabling niche models.
• Compact footprint: Easier parking and lane positioning in crowded cities; tilting designs can feel agile and secure.
• Distinctive experience: Open‑air autocycles provide a sports‑car vibe at lower cost; tilting cabins add novelty with stability.

For buyers prioritizing distinctive design, efficiency, and urban practicality, these strengths can be decisive compared with conventional small cars or motorcycles.

Common limitations

Three‑wheelers also come with constraints that matter for daily usability and safety expectations.

• Safety standards: Many do not meet full passenger‑car crash requirements; airbags and advanced driver‑assistance systems are uncommon.
• Stability and weather: Delta layouts can be less forgiving in abrupt maneuvers; open designs expose occupants to weather unless accessories are added.
• Space and versatility: Usually one or two seats with minimal cargo; fewer family‑car use cases.
• Insurance/financing: Some insurers classify them as motorcycles, affecting rates and loan terms; availability varies.

These trade‑offs help explain why three‑wheelers remain a niche: they excel for specific roles but rarely replace mainstream passenger cars.

What’s next for three‑wheelers?

Electrification and urbanization are renewing interest. Companies are exploring ultra‑efficient three‑wheel EVs for city travel and longer‑range designs that leverage low drag and weight. Startups such as Aptera in the U.S. continue to pursue aerodynamic, solar‑assisted three‑wheel EVs; as of 2025, they have showcased prototypes and preorders but have not begun volume production. Meanwhile, tilting electric cargo/passenger trikes are expanding in European cities, and established players like Polaris and Morgan continue to update enthusiast‑focused models. Growth will depend on local regulations (e.g., autocycle rules), safety expectations, and consumer appetite for unconventional formats.

Summary

Three‑wheel cars not only exist—they’re being built and sold today across multiple segments, from open‑air autocycles like the Polaris Slingshot and Morgan Super 3 to urban tilting EVs such as the Carver. Most are legally treated as motorcycles or “autocycles,” which shapes how they’re licensed, insured, and engineered. They offer efficiency, compact size, and distinctive driving experiences, but they typically trade off mainstream car safety standards and practicality. For the right driver and the right use case, three wheels can make a lot of sense.

When was the last 3 wheel car made?

The outgoing Morgan 3 Wheeler, first introduced in 2011, finished production in summer 2021. Morgan is celebrating the end of production of the 3 Wheeler with 33 P101 limited editions.

Are there three-wheel cars?

Three-wheelers, including some cyclecars, bubble cars and microcars, are built for economic and legal reasons: in the UK for tax advantages, or in the US to take advantage of lower safety regulations, being classed as motorcycles.

Why are 3 wheelers banned?

Three-wheeled ATVs were banned from sale and production in the United States in 1988 due to a high number of injuries and deaths, primarily caused by the vehicles’ inherent instability and high center of gravity, which led to frequent rollovers. The US government worked with manufacturers to end production in exchange for financing safety campaigns and expanding ATV safety training. 
Reasons for the ban

• Lack of stability: Three-wheeled ATVs were inherently less stable than their four-wheeled counterparts. 
• High center of gravity: Their design made them prone to tipping over, especially in high-flotation tires with flexible sidewalls. 
• Operator error: Many accidents were caused by improper use, particularly by children on adult-sized machines, according to some reports. 
• High accident rate: Thousands of injuries and hundreds of deaths occurred annually, with over half of the victims being children. 

The ban and its aftermath

• Consent Decree: In 1988, the U.S. Justice Department reached a settlement with the major ATV manufacturers, which included a voluntary ban on the production and sale of three-wheeled ATVs. 
• Safety initiatives: The manufacturers also agreed to fund a $100 million safety campaign and to expand safety training for ATV riders. 
• Rise of four-wheelers: The ban led to an increased focus on developing and marketing safer four-wheeled ATVs, or “quads”. 
• Limited impact: The ban was only for a 10-year period and applied to the manufacturers involved in the agreement. However, by the time it expired, the four-wheel ATV had become the dominant model, and manufacturers had no incentive to return to three-wheelers. 

Why are 3 wheeled cars so rare?

Because three wheeled cars are inherently unstable, also can’t transport anywhere near as much. Three wheelers are usually 1 person cars, occasionally 2 people. So they’re unsafe and too small.