Reason with style - is that possible?: Polestar 3 Single Motor - enough power at the base

The Swedish-Chinese electric brand Polestar is offering its first SUV, the Polestar 3 Dual Motor, a slightly cheaper entry-level version, the Single Motor, with only one electric motor, less power, and rear-wheel drive instead of four-wheel drive.

Globalization may be a controversial topic these days, but the Polestar brand embraces it to the fullest with its all-electric vehicles. Stylish design from Europe, Swedish roots as a Volvo sports brand, Geely's battery and capital from China, and, in the case of the new, first Polestar 3 SUV, production in the USA or China. A European factory is planned.

With the 4.90-meter-long Polestar 3, Polestar has been competing in the SUV segment for the first time since mid-2024, competing against competitors such as the Audi Q8 E-Tron, the Mercedes EQE, and the BMW iX. There, the 3 will also meet the Volvo EX90, with which it shares its technical underpinnings. Polestar designers vehemently avoided visual similarities with the Polestar 3's coupé-like hatchback, while the Volvo presents itself in a more functional station wagon format. This consistently follows Polestar's clear brand positioning as a sporty and dynamic alternative to its Volvo counterparts.

Previously, the Polestar 3 was available as a dual-motor version with two electric motors, thus offering four-wheel drive and an abundant 360 kW (489 hp) and 840 Newton meters of torque. Now, the extravagant electric brand is adding the single-motor model with rear-wheel drive, 220 kW (299 hp) and 490 Newton meters, built in South Carolina/USA for the EU markets, to its price list as an alternative for more rationally motivated buyers and fleet customers.

So let's first let the numbers speak for themselves, Scandinavian-style: Cool calculators will determine a reduction in power of almost 39 percent, along with almost 42 percent less torque, and a 56 percent longer acceleration time from zero to 100 km/h of 7.8 seconds. All this with a maximum of 10.2 percent less energy consumption, calculated using the combined WLTP values. And that's not all: the smallest difference in the key data is calculated—of all things—between the base prices: at €74,590 for the single-motor model, it's almost nine percent cheaper than its dual-motor sibling with a base price of €81,590.

The single motor does not lack range

What about the range? Since both have the same impressive 111 kWh 400 V lithium-ion battery from CATL between the axles, the maximum theoretical range of the single motor is a good ten percent higher, a massive 706 kilometers compared to 632 kilometers for the dual motor. While all other calculated values ​​offer little argument in favor of the single motor, the range figure does. Having and not having over 70 kilometers can shorten the occasional business trip by a charging break. The 400-volt system is charged using a DC fast charger with up to a very respectable 250 kW, which fills the battery from 10 to 80 percent in half an hour.

But all theory is gray, even if it significantly influences the purchasing decision when it comes to merely technically different versions of the same model. Driving is more entertaining. How does the Polestar 3 Single Motor drive? Does the unfavorable numerical comparison also mean the lack of adequate propulsion?

Definitely not visually. Even with a single engine, the Polestar 3 delivers a decidedly confident appearance. Bordering on extravagance, it manages to please without being overly pleasing. The coupé-like, curved roof accommodates 484 to 1411 liters of luggage space, and the passenger cabin offers ample room, even allowing for almost stretched-out legs in the rear, provided the driver and passengers aren't much taller than 1.80 meters—which is the majority of cases.

High-quality Polestar interior

Climb in. Here, too, no difference to the more powerful Dual Motor. Sober Scandinavian coolness with the obligatory 14.5-inch touchscreen in the center and a few physical buttons. It takes some getting used to at first, but tech-savvy drivers will actually enjoy this journey of discovery into a software-based car. The interior materials, which are intended to appear sustainable rather than luxurious, also create a positive atmosphere. The many different surfaces are all pleasing to the touch, and nothing in the Polestar 3 feels cheap. Everything also appears well-made. The Android operating system behind the user interface works quickly and smoothly, and the Bowers & Wilkins music system, with its 25 sound sources, is a delight.

Numerous safety and driving assistants make even the single-engine car as safe as Swedish steel. No fewer than five radar modules, five external cameras, and twelve ultrasonic sensors provide the assistants with comprehensive information about the surroundings and the interior of the Polestar 3. The standard adaptive cruise control operates smoothly, as does the optional integrated lane keeping assist. What the Polestar 3 generally lacks is traffic sign adoption (speed limits) for the adaptive cruise control.

But now the big question: How does it drive with the reduced power output of the single motor? To be honest: The forward thrust of the 220 kW permanent magnet asynchronous motor only causes problems for those who find problems everywhere. The single motor lays down the important short bursts for overtaking on country roads very confidently, and the feeling of a lack of power never came into our test drives. Of course, the dual motor storms off with considerably more impetuousness, but that's not really needed in everyday traffic. The fact that the single motor caps out at 180 km/h instead of reaching the 210 km/h of the dual motor is a more theoretical disadvantage, especially in electric vehicles.

Agile 2.5-tonner

So, are there any noticeable disadvantages to the new Polestar 3 base model? Fans of high suspension comfort might point to the rather rough behavior of the well-damped, but very stiffly sprung steel chassis on poor road surfaces. The more sophisticated air suspension of the Dual Motor is clearly more capable here and can even be adjusted to suit the driver's preferences. As a sport-inspired brand, Polestar focuses on driving dynamics with the Single Motor and accepts a noticeable sensitivity to road surface imperfections. One thing is clear: the chassis ensures safe and, for a car weighing 2.5 tons, pleasantly agile cornering, supported by sensitive electric steering. That's fun.

A clear disadvantage is the lack of four-wheel drive. The single motor only drives the rear wheels, eliminating the power source for the front wheels. Whether this disadvantage is actually relevant to your personal driving style is a very individual decision. The crux of the matter with 4x4 is that you don't need it most of the time, but it's all the more necessary in exceptional situations such as snow, ice, or generally poor grip surfaces. Another thing that's lost with four-wheel drive is the 700 kg towing capacity. The single motor is only allowed to tow 1500 kg. The consolation here is the lower unladen weight, which, with an identical 2860 kg permissible total weight, results in a payload of 390 to 457 kg, depending on the equipment. As a dual-motor variant, the Polestar 3 weighs up to 176 kg more, which pushes the payload into a range that is already excessive for three 80 kg passengers including the driver, and that's without luggage. This is something to keep in mind when choosing the right Polestar 3.

If you don't need the four-wheel drive, the lavish power, or the higher towing capacity of the dual motor, and are willing to sacrifice comfort on rough roads for sporty handling, the single motor is a great choice. The fact that it saves €7,000 is a deciding factor. If only there weren't that little devil sitting on your shoulder whispering, "100 in just five seconds... hmm, nice."