Polestar and the case for the electric SUV

After taking a wrong turn and driving up an unused slender mountain road, the Polestar 3 should have struggled. But thanks to its smooth power delivery, adaptive four wheel drive system and active suspension, as well as its trusty Continental winter tyres, it made light work of the ice track. The road slimmed further halfway up the mountain and eventually ran out, but the 3’s ability to tackle tricky road surfaces was just getting started. 

I was in Austria to test both the Polestar 3 and 4, the Swedish brand’s two newest models. Up until now, Polestar in its current electric car form only produced a single model, the four-door saloon, 2. But with these additions, the marque hopes to properly tackle the EV market, rivalling Tesla and Porsche with new tech and sleek, minimalist design. 

Polestar didn’t start out making electric cars. It originally made race cars, starting life as the Flash Engineering race team in 1996, which rebranded as Polestar Racing in 2005. Following Polestar’s merger with Volvo, it was known as Volvo’s tuning outfit. In a similar vein to AMG with Mercedes-Benz, and BMW’s M division, Polestar would tune Volvo production cars, with limited run, performance-oriented versions. There was the 2013 V60 Polestar, which came with a 3.0-litre turbocharged straight six engine and 350bhp. Only 750 were made, and if you can find one they might be the ultimate sleeper estate. 

Fast forward to 2017 and Polestar was transformed into a new, electric-focussed, standalone brand. Its first model was the 1, which was hybrid rather than fully electric, but laid the foundations of what was to come. A large, beautiful and complicated machine, it was only available for left hand drive markets and just 1,500 were produced between 2019 and 2022. The 2 that followed was a simpler proposition. It’s a smaller, mass market, EV, sharing the same platform as the Volvo XC40. With its sleek design, simple interior and powerful, 421hp top-of-the-range dual motor option, it’s refined and surprisingly quick. 

The 3, introduced in 2024, is a big step up. A small SUV, it is currently the brand’s flagship model, taking Polestar further into the luxury realm. Based on the same platform as the Volvo EX90, it’s a more left-field choice than Sweden’s most well-known manufacturer, and one that is arguably cooler and more considered. It follows the 2’s minimal futurist looks, with new, more aggressive front lights, large wheel arches and low roof line. It also has a series of aerodynamic improvements. Aero isn’t something you’d usually find on an SUV, but with EVs it’s important, as low drag helps with range. There is a front aero ‘wing’ integrated into the bonnet and designed to channel air over the car. There is also one on the rear which sits flush with the roof, and two ‘blades’ either side of the rear corners. 

Like the 2, the Polestar 3 is very quick. The Dual Motor model comes with 510hp and 671 lb ft torque. Accelerate in ‘range’ mode and this doesn’t feel particularly special, and there is a slight lag before the surge arrives. Switch over to ‘performance’ mode however, punch the throttle and it’s instantaneous, aggressive power. The car’s 0-60mph time of 4.5 seconds doesn’t do it justice. It’s the rolling acceleration that is most impressive, and certainly harks back to Polestar’s racing car heritage. 

The best thing about the 3 might be its suspension. It has dual-chamber air suspension, which can be adjusted on the fly to be firm and sporty or softer and more relaxed. It also helps the car handle in a way that belies its 2.5 tonne weight. Sure, it doesn’t feel like an out-and-out sports car, and that’s because it’s not. But it does handle surprisingly well.  

The Polestar 4 goes a step further with its performance. It doesn’t have the fancy adaptive suspension, instead adopting a more standard fixed damper and spring set-up. But it is lighter (although still 2,351kg) and sits lower, with a sportier driving position. It is also more powerful. The Dual Motor version makes a huge 544hp, which is enough for a 0-60mph time of 3.7 seconds. That is mid 2000s supercar quick, and thanks to the smooth, instant delivery of power and impressive grip, it is far easier to extract. 

The 4 is also more radical with its design. Polestar has removed the rear window, instead relying on a video camera mirror to see what’s behind you. This has been done to prioritise space for the rear passengers, with a high ceiling that creates a strangle comforting cocoon-like effect. A huge panoramic roof offers great visibility out, while at night, subtle mood lighting gives all the ambience. It makes the 4 a great place to be for rear passengers and driver alike. We find ourselves less enthused about the large screens and lack of any buttons on both the 3 and 4. Everything, from climate control to adjusting of the side mirrors must be completed through the central touchscreens, which are fidgety at speed.

On the mountain roads in the Austrian alps though, both cars prove their worth. The 3 is the better all-rounder, perfectly adept on switchbacks and comfortable on long, cross-country jaunts. The 4 is quicker and more agile, and while not as refined, is impressive in its performance and jaunty looks. If SUVs aren’t your thing, Polestar has that covered, too. The 5, a four-door GT, will launch later in the year. That’ll have 874bhp, and will take Polestar into a category previously reserved for Mercedes-AMG and Porsche. It might be the most exciting electric car of the year.