For an extra $6,000, the long-range dual motor can also be optioned with the Performance Pack, which increases output to 517 hp (380 kW) and 671 lb-ft (910 Nm). This shaves 0.3 seconds from the 0–62 mph (0–100 km/h) time, which drops to 4.7 seconds, although both versions have the same electronically limited 130 mph (201 km/h) top speed. But the higher power output and the Performance Pack’s 22-inch wheels mean an EPA range of just 279 miles (449 km).
Later this year, we expect a long-range single-motor Polestar 3 as well.
Polestar
There’s a minimalist main instrument display for the driver.
Polestar
Polestar
The infotainment UI.
Polestar
There’s a 1.1 cubic foot (32 L) frunk. The rear has 17.1 cubic feet of storage space with the rear seats in use, or 48.9 cubic feet (1,411 L) with the rear seats flat.
There’s a 1.1 cubic foot (32 L) frunk. The rear has 17.1 cubic feet of storage space with the rear seats in use, or 48.9 cubic feet (1,411 L) with the rear seats flat.
The infotainment UI.
Polestar
There’s a 1.1 cubic foot (32 L) frunk. The rear has 17.1 cubic feet of storage space with the rear seats in use, or 48.9 cubic feet (1,411 L) with the rear seats flat.
Polestar
Jonathan Gitlin
Jonathan Gitlin
Although the front and rear motors are rated identically, the Polestar 3 delivers more of its power to the rear wheels under most conditions, except where necessary for efficiency (like when the rear motor completely disconnects) or under low grip conditions.
Making a quick EV isn’t especially difficult, thanks to the vast wave of almost-instant torque available from an electric motor. Making an EV that’s engaging to drive is an entirely harder task, but it’s one that Polestar has achieved to a high degree. The Polestar 3 combines dual-chamber air springs with active dampers from ZF that operate at 500 Hz, and they do a sublime job of controlling the car’s curb weight (between 5,697-5,886 lbs/2,584-2,670 kg, depending on options).
In fact, it’s an EV that would tempt me to take the long way home, particularly if that route involved a lot of curves, particularly in Performance mode, which gives you the sharpest throttle response and the most tied-down handling. The steering deserves praise here, which gives you feedback on road conditions without being needlessly heavy. There’s a good one-pedal driving when set to the highest lift-off regen setting, and you can feel the rear drive unit vectoring torque to one side or the other during cornering.
