Automotive

Polestar's 1st SUV is a sleek, bi-charge e-machine with 379-mile range

Polestar's 1st SUV is a sleek, bi-charge e-machine with 379-mile range
Sporty, simple and practical: The new Polestar 3
Sporty, simple and practical: The new Polestar 3
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The Polestar 3 packs an extensive standard features list, which includes the glass roof, rather than piecing everything into options
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The Polestar 3 packs an extensive standard features list, which includes the glass roof, rather than piecing everything into options
Sporty, simple and practical: The new Polestar 3
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Sporty, simple and practical: The new Polestar 3
The Polestar 3 has a roof spoiler and a thin full-width LED taillight design
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The Polestar 3 has a roof spoiler and a thin full-width LED taillight design
After more than two years, Polestar finally puts the design language previewed by the 2020 Precept Concept into a production vehicle
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After more than two years, Polestar finally puts the design language previewed by the 2020 Precept Concept into a production vehicle
The Polestar 3's vertical tailgate area and wide stance give it more of a sporty hatchback vibe than the average SUV
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The Polestar 3's vertical tailgate area and wide stance give it more of a sporty hatchback vibe than the average SUV
The Polestar 3 debuted on Wednesday and is available for order now
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The Polestar 3 debuted on Wednesday and is available for order now
The Polestar 3 packs 483 hp as standard, with an optional performance boost pushing that to 510 hp
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The Polestar 3 packs 483 hp as standard, with an optional performance boost pushing that to 510 hp
Polestar compacts the four-lamp design of its Precept and O2 concepts into a more neatly integrated blade lamp design
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Polestar compacts the four-lamp design of its Precept and O2 concepts into a more neatly integrated blade lamp design
On the road in the Polestar 3
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On the road in the Polestar 3
The Polestar 3 will eventually be built in both China and the US
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The Polestar 3 will eventually be built in both China and the US
Digital instruments, an infotainment tablet and an available head-up display keep the driver engaged, informed and in control
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Digital instruments, an infotainment tablet and an available head-up display keep the driver engaged, informed and in control
The Pilot Pack brings a Bowers & Wilkins audio system with 25 speakers and Dolby Atmos 3D sound
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The Pilot Pack brings a Bowers & Wilkins audio system with 25 speakers and Dolby Atmos 3D sound
Polestar focuses on sustainable interior materials like bio-attributed MicroTech and fully traceable wool upholstery and animal welfare-certified leather
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Polestar focuses on sustainable interior materials like bio-attributed MicroTech and fully traceable wool upholstery and animal welfare-certified leather
Inside the Polestar 3
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Inside the Polestar 3
View gallery - 14 images

The all-new Polestar 3 demonstrates once again that Polestar knows its consecutive numbers and knows how to make a good-looking EV. It took the company a little while to fully sharpen its design chops (by deleting the off-putting toothiness of the 1 and 2), but it seems to have found its rhythm. Its first SUV borrows the clean styling essence of the Precept concept and folds it into a 510-hp electric utility hot hatch platform that promises to make moving five people up to 379 miles (610 km) a zap more fun than it ever was in the old days.

Polestar previewed the 3 back in June, and it was clear from the very first picture that it would have a sporty, swept-back profile fronted by facial features rolled down from the Precept and O2 concepts. The Polestar 3 receives a little extra nipping and tucking up front, with a broader creased center panel tapering into triangular intakes at the sides. Each headlamp has also been toned down, from the mirrored dual checkmark blades of the concepts to a more integrated design we'll call the Thor's blade.

Farther back, the Polestar 3 shows the strength and purpose of an SUV, highlighted by simple, unembellished Scandinavian design. The flanks limit unnecessary lines and creases, split into upper and lower halves by a subtle outward bulge. A wide track lends strength, while a sloped, spoiler-tailed roofline adds sportiness befitting a 510-hp (380-kW) electric car.

After more than two years, Polestar finally puts the design language previewed by the 2020 Precept Concept into a production vehicle
After more than two years, Polestar finally puts the design language previewed by the 2020 Precept Concept into a production vehicle

The 193-in (490-cm) Polestar 3 relies on a 483-hp (360-kW) dual-motor all-wheel-drive. Buyers can up their way to the 510-hp max with the addition of the optional performance pack that also brings a performance tune for the standard dual-chamber adaptive air suspension, Pirelli P-Zero-shod 22-in forged alloy wheels, and "Swedish gold" accents.

The rear-biased AWD has dual-clutch torque vectoring at the rear, one-pedal driving and a rear motor decoupling for more economical FWD. The 3 can accelerate from 0 to 60 mph (96.5 km/h) in an estimated 4.6 seconds when equipped with the performance pack and 4.9 seconds in standard spec. Speed tops out at 130 mph (209 km/h).

On the road in the Polestar 3
On the road in the Polestar 3

Power comes stored in a large 111-kWh liquid-cooled 400-V lithium-ion battery pack that offers an estimated range of 379 miles on the generous WLTP. That estimate drops to 300 miles (483 km) under the EPA's stern, watchful eye. The 3 comes equipped for bi-directional charging, ready to offer vehicle-to-grid and vehicle-to-X power.

Polestar piles on tech, starting with the company's first use of centralized computing with Nvidia Drive core and Volvo Cars software. The system processes data from the robust sensor suite, which includes 12 exterior ultrasonic sensors, five radars and five external cameras, to empower a particularly integrated, comprehensive advanced driver-assistance system (ADAS). The setup even includes interior radar units tasked with detecting children or pets inadvertently left inside the vehicle.

Polestar compacts the four-lamp design of its Precept and O2 concepts into a more neatly integrated blade lamp design
Polestar compacts the four-lamp design of its Precept and O2 concepts into a more neatly integrated blade lamp design

An available add-on package slated to launch in Q2 2023 will advance driver assistance further with the addition of a Luminar LiDAR, an additional Nvidia control unit, three cameras, four ultrasonic sensors and cleaning for the front- and rear-view cameras. The package will improve detail of the car's 360-degree surroundings through enhanced 3D scanning.

Inside, below the standard full-length glass roof, the tech continues with an Android-Automotive-OS-powered 14.5-in infotainment display evolved from the Polestar 2's infotainment system. A head-up display and a 25-speaker B&W 3D surround sound system with Dolby Atmos capability will be available as part of optional upgrade packages.

Digital instruments, an infotainment tablet and an available head-up display keep the driver engaged, informed and in control
Digital instruments, an infotainment tablet and an available head-up display keep the driver engaged, informed and in control

The Polestar 3 will enter production in China in mid 2023, with launch-market deliveries to follow in Q4. In mid 2024, Polestar will begin US production of the Polestar 3, shifting the model's manufacturing for North America and other markets from China to Volvo's Ridgeville, South Carolina plant.

Polestar 3 ordering opened today, and pricing starts at US$85,300 (incl. destination fee) for the standard 389-mile "Long Range" dual-motor model and $91,300 for the version with performance pack.

Source: Polestar

View gallery - 14 images
7 comments
7 comments
Daishi
I kind of like it but vanity is a thing even when people pretend it isn't. One issue I could see is that it's a bit similar to the $35k Toyota highlander in size and design: ( https://i.imgur.com/jT7heZh.png ). The polestar makes far more power which is good but but there is some skepticism about how EV's will do in towing. The early results for the F150 lightning indicate the range plummets if you tow something. One guy put a ~500 lb aluminum trailer behind the 6,000 lb truck and the range is unexplainably cut in half and down to 1/3 with with a light load on the trailer. The harsh truth is that the $35k Highlander would probably outperform it in real world towing.
DavidB
@Daishi, which vehicles can you cite that don’t suffer a loss in range and efficiency when towing any significant weight?

Please try to come up with some category of objections to EVs that actually distinguishes them from ICE vehicles.
jzj
$85K? Wow, is the $30K Equinox looking good!
Bob809
Daishi, DavidB is right of course. One of the main things people (against?) EV's is the range and how 'things' affect it. One wonders how these things do not affect ICE vehicles the same way... ah, but they do. This is because it is easy to forget the fact that physics and other annoying facts get in the way when discussing EV against fossil fueled vehicles. Load up your truck, your car, your motorcycle... the fuel economy will take a hit. Thing is, we have all got used to the way fossil fuelled vehicles work and what affects their range. Speed of course is another factor. Drive at high speed in any vehicle and your economy will suffer, as it will towing heavy equipment, trailers, and so on. We just need to remember that science is annoying in that it applies to most things in an equal way.
Daishi
@DavidB and Bob809. The position that I claimed that ICE vehicles don't suffer at all from range loss under towing is at best a goalpost move and at worst extremely dishonest. A correctly placed goalpost for that discussion would be: "Do EV's suffer greater range loss than ICE vehicles when towing?". It's not a question I have extensive sourced data on. I don't fully understand the reasons why (gearbox differences?) but some early data indicates EV's trucks suffer more range loss in towing than ICE equivalents. It's a situation worthy of an auto blogs doing more elaborate testing but one such video with far from encouraging results for EV is here: https://www.youtube.com/watch?v=3nS0Fdayj8Y
Jinpa
ICE vehicles waste so much gas-in-the-tank energy, because of the energy density of gasoline compared to lithium, from heat and friction losses, that their drivers don't notice the losses. The Carnot factor analysis explains this. The other end of that spectrum is evident to small-battery PHEV drivers who are very aware of the range losses from speed, use of heating/air conditioning, ambient temperature, and grade, which can reduce range by 50%. A towing or bed load would be a fifth factor. "Pure" EVs are in the middle, with bigger-battery vehicles making those load factors less evident than would smaller-battery EVs. There ain't no free EV/PHEV/hybrid lunch. Range figures touted by sales people and OEM advertising which don't give specific range-loss figures for each of the five factors identified above are essentially false advertising, which the FTC and the DOT should penalize.
GregVoevodsky
Telsa is dropping all of it's sensors and radar in favor of cameras only AI saving thousands of dollars vs everyone else covering their tails as they can't do AI adding multiple sensors and tech that as Elon says only makes things more complicated rather than simple driving and expense. Humans drive by eyes and human brains - which is what good AI should do making decisions through experience and training like a human. Instead, everyone else is having to choose - do I trust my AI cameras, radar, lidar - making thinks complicated and more mistakes. Very expensive too! Tesla and it's self driving tech is making it cheeper, safer, and more profitable. Good luck catching up everyone! Sad to see many people copy the Tesla ipad floating dash. I prefer the more traditional but digital dashes on the upcoming Mercedes, Audi, and Porsche with fake analog similar to Ferrari and Lambo digital dashes - awesome and NO STUPID YOKES or square wheels?!