Madrid, Spain – The North Star has been serving a niche audience since sitting at the automaker’s table in 2017. Things started small: It operated as a one-model brand for the past few years. While 2 set high standards, it cannot push manufacturers to adapt to mainstream products.
The backup has arrived. Launching in 2022the North Star 3 will plant its flag in the all-important (and extremely lucrative) SUV segment. It also outlines the path that subsequent additions in the line will follow, both in terms of design and technology. For many, this large EV will be the face of Polestar.
I have drove a 3 already on a test track in Sweden. Now is the time to hit the open road.
Alike Polestar bending section 43 illustrates how Polestar plans gradually distanced from Volvo. It is built on the same modular SPA2 platform EX90will be sold together XC90 for at least a short while, but the two SUVs look different. They are cousins, not siblings. The 3 is marketed as the sportier of the two, so it has a more swept-back shape, a lower roofline, and only two rows of seats. The EX90 boxier, taller and has a third row of seats.
The idea is not to completely cut ties with Volvo. “We want to keep a bit of a bridge with Volvo as a family because there is a lot to gain,” Maximilian Missoni, Polestar’s head of design, told me. Drivers tend to trust Volvo, especially when it comes to safety. “Connecting with Volvo is a good thing; it sets Polestar apart from many other newcomers who don’t have the same confidence.”
At the front, Thor’s Hammer daytime running lights form the link between the two companies. However, there is a lot of unique Polestar DNA. All three did not hide their sensor array; it proudly shows them off. The control panel located between the headlights – where you might find the grille if using a 3, such as an inline 6 – has lines indicating the location of the various sensors that power the device. electronic driving aids.
In a way, this is Polestar’s legacy. The North Star 1, its first model, opens this labeling system with a cool, transparent panel in the trunk. It explains the purpose of the large orange wires connected battery.
You will feel a stronger Volvo flavor from the driver’s seat. The three-spoke steering wheel, digital instrument cluster, overall dashboard layout, and floating center console look similar to what you’d find in the EX90. However, Polestar emphasizes that it has gone to great lengths to differentiate its software. While the infotainment system is still Android-based and displayed on a 14.5-inch touchscreen, the brand has designed its own user interface with exclusive fonts and icons.
About 85% of the 3’s infotainment system is shared with the 4. The biggest difference is that the 3’s touchscreen is vertically oriented while the 4’s is landscape. Ruben Rodriguez, the company’s head of UX design, told me that’s because the 4 is aimed at younger buyers who will appreciate additional functions, like split-screen mode. . Conversely, 3 buyers would prefer a top-to-bottom display.
The software relies on tiles and illustrations to convey information clearly, which is good considering the long list of functions built into the display. In addition to the usual operations, such as entering an address into the navigation system or changing the radio station, the touchscreen is your point of contact for opening the glove box, selecting whether the door mirrors automatically fold Or adjust the steering column.
Rear-seat passengers may feel tempted to send the Polestar a heartfelt “thank you” card after a long trip. By going around in a three-row configuration, designers were free to move the rear bench back to create ample legroom. However, cargo capacity will suffer: There is 21.1 cubic feet of cargo space (including 3.2 cubic feet under the floor) with the second row up and 49.8 cubic feet when folded flat. back seat. It’s not difficult to find competitors with larger trunks. Stay in the (extended) family, XC60 offers more trunk space but is about eight inches shorter than the Polestar 3.
At launch, the Long Range Dual Motor will be the only variant of the three available. Its name is simple: Power comes from two electric motors (one on each axle) that draw power from a 111-kilowatt-hour nickel-manganese-cobalt battery. System output comes in at 489 horsepower and 620 pound-feet of torque, although the optional Performance Package boosts those numbers to 517 horsepower and 671 lb-ft, respectively. While the 3 isn’t light — it weighs between 5,696 and 5,886 pounds depending on how it’s configured — the massive amount of power helps unlock hot hatch-like acceleration: Polestar quotes a 0-60 mph time of 4.8 seconds for the standard 3 and 4.5 seconds for the Performance model.
However, there is no shortage tram Posting assorted horsepower and torque figures is par for the course in supercar segment a decade ago. And most of them use the same basic powertrain configuration – a single-speed transmission for each motor and a heavy battery pack under the cabin – so they all have some similar driving characteristics. This is where the 3 stands out from the pack.
It’s all on the rear axle: Polestar has added a dual-clutch torque-vectored differential for sharper handling. It’s more than just a marketing gimmick. This system makes a big difference on a twisty road, where all three handle like a more nimble car. It is not, say, a Volkswagen GTI, but it’s much more enjoyable to drive than its weight and proportions suggest. One of the best-driving electric cars on the market is a 192.9-inch SUV built by an obscure company 10 years ago – how does it top all the odds?
Several other factors come into play, including a low center of gravity and a 50/50 front/rear weight distribution that allows the 3 to corner without excessive roll. You can also configure the steering (Light, Standard and Firm) and the adaptive air suspension (Standard, Agility and Firm). Testing these configurations will produce a clear difference in the behavior of all three. Nearly all new car offers driving modes or configurations, but they’re often not as nuanced as we’d like.
Brake? They’re there and they’re big – we’re talking four-piston Brembo calipers up front – but you probably won’t use them very often. The pads only come into contact with the blades at 0.3g brake force. Below that, the ability to reproduce brake system self-slowing gear 3. Pedal feel is average. It’s not great, but it’s not too much like a video game either. You can drive with one pedal on the road by selecting two levels, Low and Standard, respectively (you can also turn the system off).
The Eau de Volvo The scent returned on the highway, where the three traveled in comfort and relative silence, although there was wind noise coming from the door mirror area. Driving aids work like advertised, and notably, the 3 has the ability to change lanes by itself with just a turn signal. The rear axle coordinates the amount of power assigned to each rear wheel on twisty roads going offline for efficiency on the highway to save range. Going straight at 65 mph, you won’t feel the rear wheels being unpowered. I was told the system would reengage them almost immediately if needed.
Polestar notes that the 3’s 400-volt electrical system is capable of 250 kilowatts of charging, which can charge the battery from 10% to 80% in 30 minutes. The brand is working on faster charging – they’ve built a prototype ability charge from 10% to 80% in 10 minutes — but the technology isn’t ready yet. All three have an EPA-estimated range of 315 miles, although the Performance Package drops that number to 279.
With a fresh approach to design, a handsome interior and engaging handling, the three will allow the Polestar to escape its infantile upstart status. It’s different enough compared to Volvo EX90 to stand out in a crowded segment but be similar enough to address concerns drivers may have about buy a car from a young brand.
Currently on sale, 2025 Pole 3 start at $74,800, including $1,400 destination fee. Adding the Performance Package increases that number to $80,800. Note that this model is not eligible for the $7,500 federal tax credit because it was manufactured in Chengdu, China. Polestar will begin building a third at the Volvo plant near Charleston, South Carolina, at some point in 2024, so American-made cars could qualify. Meanwhile, the automaker points out that rental buyer All three can claim the full $7,500 tax credit.
And wait if you want the cheaper 3: there’s a rear-wheel drive model expected to launch later in 2024.
Related videos:
