2020 Polestar 1 review: All aboard the Scandinavian Express
"Polestar's first car, the Plug-in Hybrid 1, fills a gap between efficiency and performance."
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Beautiful design
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Seriously powerful
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Real torque vectoring
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User-friendly technology
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Tiny trunk
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It feels very volvo-like inside
Heritage is a double-edged sword in the automotive industry.
It sells cars and there are whole brands that are boldly built on it, but it's also a burden in the age of electrification. How would enthusiasts respond if Porsche released a 911 powered by a flat twin generator and four electric motors? Not good.
This is where Polestar comes in. It was founded in 2017 and has no legacy as an independent brand. Therefore, it is not bound by rules other than the rules it sets. The 1, its aptly named first car, does not deviate far from the style elements that define GT coupes, but it does without a large-displacement engine for plug-in hybrid drive. Does it move the segment forward or does it fall too short? I flew to Gothenburg, Sweden, to familiarize myself with one of the 1,500 units that Polestar is planning.
Design and interior
If you look at photos of Polestar 1 and wonder what kind of Volvo you're looking at, you're not alone – at least four people asked me about it during my time. You also have plans. This shapely two-door began as the Concept Coupé, which the Swedish company presented at the Frankfurt Motor Show 2013 to get a preview of its next design language. Executives beamed as they celebrated the beautiful design study as the legacy of the P1800, but no one expected it to see the light at the end of a production line. It should have lived in the company's museum.
I thought I was flying under the radar in Polestar 1. I was wrong. It turned heads everywhere.
His fate changed fundamentally when Volvo and the parent company Geely Polestar moved from a tuner and racing car manufacturer to an independent luxury brand in 2017. Creating a business case for a two-door version of the S90 suddenly became much easier, according to Volvo. The design icon turned into an upscale Grand Tourer with supercar-like power and a suitable price. Carbon fiber is used extensively to balance the weight of the hybrid system as much as possible.
What we saw in Frankfurt seven years ago is somewhat unexpectedly almost exactly what Polestar builds. Here's a cheat sheet if you want to spot the differences: Stylists have redesigned the lower part of the front bumper, pulled the Volvo emblem off the grille, and nip-and-tucked the rear end. The elegant proportions and the attractive, reserved lines are retained. It's all done in a very subtle and ultimately very Swedish way. The designers haven't attached a rear wing the size of a bench in the National Mall, nor an air scoop in the form of an oversized Cool Ranch Dorito.
With this in mind, I thought I was flying under the radar at 1. I was wrong. It turned heads everywhere. I sipped a double espresso as I watched a man jog, circled back, and spent at least 3 minutes examining him from every angle. Those who are on the pulse of the auto industry know immediately that they are looking for something special. Polestar will only produce 1,500 examples of the 1 in Chengdu, China, so there is little chance of spotting one in the wild.
Ronan Glon
Inside, parts like the three-spoke steering wheel, the digital instrument cluster, the touchscreen of the infotainment system and the ventilation slots that surround it will look familiar to you if you were in a Volvo of the latest generation. Stylists added, among other things, yellow seat belts and an Orrefors crystal gear selector that looks and feels like a Volvo behind the driver's seat, though, and that could be a fork at this price.
The cargo hold deserves a special mention; The Polestar 1 is the only car I have ever driven with a trunk that is as useless as it is fascinating. And believe me, it registers an extremely strong signal on both radars. The total capacity is 4.4 cubic feet, which is slightly less than that of a Lamborghini Aventador S. with a mid-engine.
Ronan Glon
This is because part of the drivetrain battery is housed in the transmission tunnel, which the drive shaft normally drives into, and the rest is directly behind the rear seats. I couldn't fit a carry-on suitcase, my briefcase, and much else.
The disadvantage is that you can marvel at the orange high-voltage cabling through a transparent, scratch-resistant panel. Each port is labeled so you know what is what – it's a cool way to showcase technology. It almost feels like you're going through a life-size circuit diagram that's heavenly for auto technician nerds.
Technology and infotainment
Thanks to carbon fiber, the doors are lighter than expected. Once inside, the driver sits behind a high-resolution 12.3-inch digital instrument cluster that includes a speedometer, a power indicator, a fuel gauge, and a fourth dial to provide information about what the hybrid system is doing and what is not. For example, it signals exactly when the drive train switches from electric to petrol-powered. Navigation instructions are also displayed in the instrument cluster. You can also find them on the standard head-up display and on the touchscreen on the center stack. There is also Android Auto, so you have no excuse to get lost here.
Ronan Glon
Speaking of the touchscreen: it's a 9.3-inch device that – you guessed it – is shared with members of the Volvo range. I have praised the intuitiveness of this system in previous reviews, and this is no different here. It contains a huge amount of information, but is easy and straightforward to use. The various menus are clearly marked, the graphics are sharp and the response time is quick.
Polestar inherited Volvo's manic, decades-long obsession with passenger safety.
There are better systems on the market like the MBUX software from Mercedes-Benz, but that from Polestar remains excellent every day. Remember that it is also at the end of its life cycle, so it has stood the test of time well. The company has already developed its next infotainment system with contributions from Google. It is Android-based, smartphone-like, is displayed on an 11.0-inch screen and is expected to appear in the not too distant future.
Polestar also inherited Volvo's manic, decades-long obsession with passenger safety. The long list of electronic driving aids includes front and rear collision mitigation (which the car can steer out of an accident with an oncoming vehicle), a 360-degree camera, and enough airbags to build an inflatable replica of the majestic Edinburgh Castle.
Performance and ride
Volvo and China's parent company, Geely, founded Polestar to manufacture electric vehicles like the 2, but the 1 is the notable exception to the rule. It is powered by a petrol-electric plug-in hybrid drive, which consists of a 2.0-liter four-cylinder engine with turbocharger and compressor, two electric motors and an integrated starter generator (ISG).
The hybrid system's total output is 600 horsepower and 738 pound-feet of torque.
The engine and ISG are hidden under the long bonnet, the electric motors are each assigned to one of the rear wheels, and there is no mechanical connection between the axles, so the system delivers all-wheel drive via the road. The electricity is stored in a large (for a plug-in hybrid) 34-kilowatt hour lithium-ion battery.
The hybrid system's total output is 600 horsepower and 738 pound-feet of torque. How it gets on the sidewalk depends on the selected driving mode. If you choose the Pure profile, the engine is turned off and the 1 is turned into a rear-wheel drive electric car for about 60 miles. In this configuration, it is quiet, agile and fluid to drive. I used this mode when I was traveling through downtown Gothenburg. Selecting AWD, Hybrid or Power modes on the touchscreen silently wakes the engine from sleep to achieve full powertrain performance.
Ronan Glon
After leaving town, I got to know the 600 horses under my right foot and found that they do not all live in the same stable. When you press the accelerator pedal, the first thing you feel is the immediate torque that is delivered by the electric motors in the rear. The four-cylinder compressor winds up quickly and the turbocharger's thrust comes last.
Six hundred is an impressive number when we talk about the performance of an engine or hybrid system, but in this case it doesn't mean brutal, lightning-fast acceleration. It's linear, which goes well with the character of this car. It's a good-natured coupe with a distinct Scandinavian flavor, not a racing rat that spends its nights in the pits.
Ronan Glon
The petrol-electric configuration on the road also has an extremely interesting (and somewhat unexpected) effect on the handling that I discovered on the winding, tree-lined roads that separate the interior of Sweden from the country's scenic, seafood-crazy coastline.
If everything fits, the 1 overcomes its not inconsiderable weight of 5,170 pounds to offer a sharp and precise driving experience.
The four-cylinder transmits around 300 hp to the front wheels via an eight-speed automatic transmission, which results in easy torque control when accelerated strongly.
Meanwhile, the two electric motors relentlessly push the car forward. For a few seconds, the 1 feels like a car with front and rear wheel drive at the same time. It's a unique behavior and it's surprisingly fun once you've learned how to do it.
If everything fits, the 1 overcomes its not inconsiderable weight of 5,170 pounds to offer a sharp and precise driving experience. This is where technology comes in again. The electric motors are independent of each other so that they can spin at different speeds. This means that the system can slow down the inner rear wheel in a curve. This is real torque vectorization. This makes the 1 feel agile and responsive on a winding road.
Ronan Glon
Polestar has teamed up with Swedish suspension expert Öhlins to tune the 1. You have chosen a ride that is reasonably firm – the car never feels like a floating Viking ship, but it is not punitive or overly bouncy.
Mammoth brakes brought the coupé to a standstill without drama, but I didn't use it often. Seriously, who needs brakes when you have 600 horsepower? I'm just having fun. The brake energy recovery system slows the car down as soon as you take your foot off the accelerator to generate electricity that it sends to the battery. This way you can almost come to a standstill.
True to the great touring spirit, which is partly defined by the ability to effortlessly chase through countries, the 1 is content to cross and cross and cross … and cross.
Volvo's Pilot Assist technology combines adaptive cruise control with Lane Keeping Assist. Over the past few years, I've driven enough cars with this system to see how much it has improved. At the beginning of his life, the lane keeping assistant pinged the car nervously between the lane markings. In the 1 and in newer Volvo models such as the V60 Cross Country, the car remains centered on the lane.
Reach and efficiency
In its most efficient hybrid mode, the Polestar 1 has a fuel consumption of 64 MPG, a number that roughly equates it to the BMW i8, which will soon be retiring, and a range of up to 540 miles, which exceeds every 100% electric car considerably larger than Hawaii. Volvo's XC90 plug-in hybrid is rated at 55 MPG, while the petrol-electric version of the Audi Q5 is rated at 65 MPG. Both are less powerful than the 1. According to Polestar, it takes 80% less than an hour to charge a completely empty battery when using a 50-kilowatt DC fast charger.
Although it is a relatively new car, the 1 was built with proven mechanical components that can be found in several Volvo models. Therefore, it should be able to drive reliably and carefree for many years. The National Highway Traffic Safety Administration (NHTSA) has not yet been forced into a wall, so its crash test result is not available.
How DT would configure this car
It's simple: I don't really need to configure it. With a starting price of $ 156,500 including destination, Polestar considered it appropriate to include all the features of its arsenal in the list of standard equipment. Heated seats? Check. Soft leather upholstery? It is there and it is beautiful. An amazingly clear Bowers & Wilkins sound system? Yup. The only option is matte paint, which costs $ 5,000. I would skip it. I would order mine in a gray called magnesium and keep my tester's wheels.
Our opinion
Ronan Glon
It is far too easy to just write off the Polestar 1 as a large Volvo coupe. It's true, it looks and feels that way in many ways, but the plug-in hybrid system makes it more than just a two-door S90. It gets the GT label by ticking the boxes for comfort and performance and offers useful standard technical functions (such as the head-up display and pilot assistant) that do not impair the driving experience. However, it's a shame about the trunk.
On a secondary level, the 1 really feels special. It is confident but unpretentious. It's rare, but it doesn't scream. It's quick, but it doesn't flaunt it. I drove faster and spent time in more expensive (and accordingly more wasteful) coupes, but the 1 is one that I still chatter about when I'm an old man.
Should you get one?
Depends on. In the price range of the Polestar 1 you will find much more powerful super sports cars. However, if you are looking for an efficient, comfortable Grand Tourer with all the frills, this is the place for you.
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