Polestar 3 in the driving report: Highly dynamic
For an initial test drive, we had a Polestar 3 with 380 kW, known for its agility thanks to torque vectoring and other advanced features.
(Image: Polestar)
- Wolfgang Gomoll
For a segment that plays at best a minor role on German roads, the range of full-bodied e-SUVs is now surprisingly plentiful. The hope of global success for high-margin models seems to be booming. Volvo, which has been in the hands of the Chinese company Geely for some time, wants to get involved in this class with two models on one platform. The Volvo EX90 and Polestar 3 are designed to cater to different preferences in terms of both design and driving style. Polestar has the role of the dynamic driver. An initial test drive shows that this idea has been implemented comprehensibly.
Torque vectoring instead of brake intervention
To bring this claim to life in a car weighing just under 2.7 tons when empty, it takes more than just plenty of power. Polestar relies on torque vectoring, i.e. variable torque distribution. Two clutches for the drive shafts are installed on the rear axle for this purpose. With this complex system, the torque is preferentially directed to the wheel that can actually deliver more power to the road. The power distribution can also be used to support the steering behaviour or to stabilize the car. Simpler systems work with brake intervention.
As a result, Polestar's approach is convincing. The handling is well-balanced and the heavy vehicle remains predictable even when changing direction quickly. Under normal circumstances, the high weight is cleverly concealed. It takes the combination of a tight bend and high speed before you can feel the large and heavy car pushing towards the edge of the bend in the 3 Series from Polestar. Just how skillfully the suspension is tuned is also shown by the fact that this is not achieved at the cost of the dampers being overly unyielding. However, the steering does not provide too much feedback and the pedal feel of the brakes is also rather soft. It takes a little getting used to before it can be controlled well.
Plenty of power
We drove with the Polestar 3 Long Range Dual Motor with Performance package, which delivers up to 380 kW and 910 Nm at its peak. As expected, the E-SUV accelerates with enormous agility and makes it easy to forget the masses that have to be set in motion here. It also has excellent sound insulation. On a winding mountain route, we were mostly driving briskly in Performance mode, in which both motors are active. In this price range, the additional cost of 6600 euros for the Performance package, which increases the power output by 20 kW, is probably not a factor in most cases. If it does: even the basic model is certainly more than adequately equipped with its 360 kW.
According to the on-board computer, consumption was around 27 kWh/100 km. Polestar states between 22.1 and 23 kWh in the WLTP. This seems quite achievable in practice, although it should be remembered that charging losses are included in the cycle. Polestar installs a battery with a net energy content of 107 kWh. In the model we drove, this is enough for 561 km under the conditions of the cycle. A maximum charging capacity of 250 kW is promised, which is a lot for a voltage level of 400 volts, and a time of 30 minutes to charge the battery from 10 to 80 percent - under optimum conditions, of course. This corresponds to an average net charging capacity of around 150 kW in this window. Unfortunately, Polestar has failed to provide the e-SUV with at least an optional 22 kW AC charger. The alternating current remains at 11 kW.
Polestar 3 (10 Bilder)
(Bild: Polestar )
Small trunk
The seating position does not seem ideal for tall drivers. It is a little too high and the head feels quite close to the door. The seats themselves offer slightly too little lateral support, at least compared to the claim of offering a particularly dynamic SUV. There is plenty of space in the front and rear, which is to be expected from a 4.9 m long car with a wheelbase of 2.99 m. The trunk volume is rather disappointing. Polestar states 484 liters, which already includes 90 liters under the loading floor. In addition, there are 32 liters under the front hood.
Volvo and Polestar are small global companies. It would be difficult for them to keep up with the big players in the industry in the infotainment sector alone. It is therefore only logical that they use Android Automotive as the basis for their software. As in other test cars, this is also convincing here: Inputs are processed quickly and all important functions are integrated. What is missing can usually be retrofitted via the app store. Charging and route planning are among the best currently available. The data octopus Google is often rightly criticized, but with Android Automotive it provides a basis against which many manufacturers' own solutions in this area appear amateurish.
High surcharges
The Polestar 3 is available from 85,590 euros; the model we drove with the Performance package costs 92,190 euros. The configurator currently only offers a few extras, which are also grouped together in packages, some of which are mutually dependent. The Plus package with sound system and active noise insulation (6000 Euro) is only available together with the Pilot package (2800 Euro). The latter includes a range of assistants. So it doesn't take many clicks in the configurator to make the list price reach six figures.
Followed by highly automated driving
From 2025, Polestar also intends to deliver a LiDAR system from Luminar, which customers can already order today for an additional 5000 euros. The surcharge for the pilot package will also be added here. It is advertised that the driver assistance functions of the Polestar 3 have been raised to a new level and that the system can recognize objects at a distance of up to 250 m. The brand is not yet much more specific. In principle, however, it is conceivable that Polestar will also offer highly automated driving at level 3. In a precisely defined scenario, the driver no longer has to monitor the driving, but must be prepared to take over the wheel again after a few seconds if necessary.
More about the Polestar brand
Apple and cars: Rumors about cooperation with Rivian, Polestar wants CarPlay 2.0
(mfz)