Polestar 2, 3, and 4 Performance Triple Test

Starting from a blank canvas, Polestar has been developing its own formula for performance EVs. Ken Pearson tests the current range in a comprehensive triple-test.

Polestar’s ascension from Volvo’s touring car team to in-house tuner and then to a standalone manufacturer has been rapid. Backed by Geely, it has gone from fettling turbocharged saloons to building a family of EVs, and making a Performance-badged variant of each, in less than two decades.

Some driver-focused EVs aim to be everything in one package: the most powerful car with the longest range, and performance stats to make hypercars jealous while still offering space for the family. But none of the three cars I’m handed the keys to today get close to the top of the performance leaderboards in their respective classes.

Has Polestar instead focused more on the immeasurable sensations than the measurable drivetrain outputs? And are they stamping their mark on the driver-centric EV formula, or is there more to do beyond uprating the motors and dampers?

The current model range is made up of the 2 fastback saloon, the 3 large SUV, and the 4 coupé-SUV. For a trio of electric cars, they contain some refreshingly old-school hardware such as manually adjustable dampers and limited-slip differentials, and begin their chassis development on frozen lakes. Joakim Rydholm – Polestar’s Head of Vehicle Dynamics – is also a rally driver in his spare time and favours analysing the movements of each car in slow motion on the snow with no driver aids, building the electronic aids around each car’s inherent stability.

For me, there’s no snow in sight, as the setting for this triple-test is Millbrook’s Hill Course: a short, but challenging one-way B-road. It rises and falls, with off-camber hairpins that test a car’s brakes, steering, and powertrain in equal measure. It’s a good place to find out whether there’s a clear family resemblance united by Polestar’s Performance moniker, or whether they’re three distant cousins sharing a surname.

Polestar 2 Performance

Polestar 2 Long Range Dual Motor Performance - driving front

Adaptive dampers are now standard equipment in most mid-sized performance cars, but a unique feature of the Polestar 2 is a quartet of manually adjustable Öhlins dampers. They can be set through 22 stages of firmness, but rather than being configurable via a menu on the infotainment system, tweaking the setup requires getting underneath the car, adjusting each corner, road testing, and repeating the process until the sweetspot has been found.

Likewise, there’s no “Sport” mode, just the option to alter the steering weight and energy recovery settings. The power delivery from the two electric motors is fixed, with a combined 469bhp and 546lb-ft (740Nm) biased towards the rear. The throttle is precise and linear when pressed gently, but standing on it makes the numbers on the speedo rise rapidly with the mid-range torque peak. Reaching 62mph takes 4.0 seconds from rest, with the top speed limited to 127mph.

Polestar 2 Long Range Dual Motor Performance - driving rear

Taking a long, tightening right-hander, the weight is quickly shifted from left to right as we enter a low-speed hairpin. The car remains stable despite the transfer of mass, with the rear-biased power split helping to push the 2 briskly towards a double-S-bend.

The neutral balance is maintained as we head up a steep incline to take the next cambered hairpin. The mixture of Brembo and regenerative braking is blended perfectly, with no dead-zone or noticeable crossover between friction and electronic anchors detectable. The steering weight itself sits somewhere between that of a hot hatch and a fast saloon.

Polestar 2 Long Range Dual Motor Performance - cornering

The handling and performance are well-matched – perhaps more S than RS, but that’s what I tend to prefer. While the ride is certainly at the top of the firm-but-fair scale, the trade-off is a car that doesn’t feel anywhere near its two-tonne kerb weight. In the words of Craig, it is “a total grip machine,” helped by the Continental Sport Contact 7 tyres on our test car.

The 2 Performance is subtly distinct from the models lower in the range. The only visual differences are the 20” forged wheels, gold callipers, a white square in the grille, and a higher power output printed onto the door stickers. I had some seat time in a front-wheel drive variant a few years ago, but the dual-motor 2 Performance model feels like the car it was designed and engineered to be from day one.

Polestar 3 Performance

Polestar 3 Long Range Dual Motor Performance - driving front

At first glance, the brand’s second standalone model takes a more conventional approach to creating a fast SUV, by fitting the customary twin-motor drivetrain in a high-riding body and placing air suspension at each corner. But a closer look at the 3 reveals open air channels at both ends, a gently curved glass roof, a prominent rear spoiler, and the same gold brake callipers and forged alloy wheel design as its smaller stablemate.

Here, though, the rims have grown to 22-inch in diameter and wear bespoke Pirelli P Zero tyres. Inside, the minimalist cabin design sees a lower dashboard, an unshrouded instrument cluster that moves with the steering wheel, a larger infotainment display with an improved user interface, and new seats with flatter bolsters.

What can’t be seen is the piece of hardware that makes the Polestar 3 Performance unique in its class: a limited-slip differential on the rear motor. It uses electrically operated dual-clutch packs, allowing it to distribute torque and improve agility whether the car is speeding up or slowing down. Most of its rivals opt for rear-wheel steering to aid turn-in and low-speed manoeuvring, but the fitment of some relatively old-school tech looks to reward high-speed driving – at least in theory.

Polestar 3 Long Range Dual Motor Performance - driving side

The car weighs in at close to 2.5 tonnes, thanks in part to the 111kWh battery in the floor. Although the 3 can escape a start line briskly thanks to its 510bhp and 671lb-ft (910Nm) powertrain, it can’t escape the laws of physics. However, it does a good job of working around them. Offering more customisation than its smaller sibling through the central infotainment display, the car’s steering, suspension, and power delivery can be adjusted. Naturally, I set these to their heavy, firm, and Performance settings respectively.

This gives a more binary response to the pair of electric motors, and the 3 wastes no time in building speed when asked, but also in maintaining it as the Hill Course begins to climb. The steering rack feels light but quick, and the car is easy to place using the peaked bodywork over the Thor’s Hammer-shaped headlights as reference points.

While the output from the motors is identical on each axle, the wider tyres and diff at the rear make their presence known by tightening my line on a long right-hander and not flinching at the subsequent sharp left. The car feels anchored to the tarmac at the rear, allowing the front to move freely.

Polestar 3 Long Range Dual Motor Performance - cornering

The diff’s effect isn’t quite like that of a front-drive hot hatch, but a series of S-bends allows the torque to be noticeably shuffled from side to side, letting the car stay true to the line I ask for whether accelerating or braking. I always enjoy making large cars move briskly, and the 3 can be hustled through off-camber corners at an impressive rate.

Those pesky laws of physics can’t stop the brakes from feeling like they’re being worked incredibly hard at times. Overall, however, the car feels light on its feet and corners with a natural fluidity that the BMW iX and Mercedes-AMG EQE 53 SUV could only dream of. In short, the 3 Performance is easily the best handling car in its class.

Polestar 4 Performance

Polestar 4 Long Range Dual Motor Performance - driving front

The newest addition to Polestar’s range could be seen as the middle child. It has a larger footprint than the 2, but a slightly smaller cabin than the 3. It has an interesting profile, with an angular nose, a pair of split, segmented headlights, and short overhangs at either end. The long wheelbase is punctuated by the same forged wheel design as the previous two test cars, but this particular 4 has body-coloured lower cladding as opposed to black.

Bucking the trend which makes cars appear to ride higher, this dark grey example looks hunkered down to the ground.

Behind the metalwork, the 4 Performance uses adaptive suspension from ZF, but opts for steel rather than air springs. It’s also the most powerful Polestar at present, boasting 536bhp from its pair of motors, while torque is the lowest of the trio at a combined 506lb-ft (686Nm). Taking 3.7 seconds to hit 62mph from rest, the 4 Performance is the quickest accelerating car in the Polestar range to date.

Polestar 4 Long Range Dual Motor Performance - side

It certainly feels it, delivering a neck-bending launch with the drivetrain set to its Performance mode. As in the 3, the two motors deliver identical outputs, so there’s no sense of a rearward bias under acceleration. Combined with the square tyre setup of all four wheels wearing 265/40 R22 P Zero tyres, the coupé-SUV has a very balanced and predictable demeanour. Both axles have the same vast reserves of grip and move in unison in all but the most challenging of off-camber corners.

The car feels sure-footed and allows me to make use of the best steering of the model line-up. The thin-rimmed wheel orchestrates swift and faithful responses to small inputs, and doesn’t wash out when cornering quickly. Frustratingly, paddles are still absent behind the rim, but the subtle 12 o’clock marker is a nice touch.

Polestar 4 Long Range Dual Motor Performance - driving rear

While it avoids the feeling of floating over undulations that many EVs are undone by, the car’s movements are transmitted clearly, encouraging me to lean into its gentle body roll when pressing on.

It’s at home in the sweepers and it devours the straights, but the hairpins and S-bends make me wish for the torque vectoring of the 3’s LSD. The 4 is entertaining to guide through slower bends, but progressive power applications mid-bend are recommended for the smoothest and swiftest exits. Yet it’s still impressively agile, making the most of its balance between comfort and composure. However, that little bit of extra hardware could get it closer dynamically to the Porsche Macan EV and its larger stablemate.

Heading back to base, I set the car’s chassis and powertrain to their relaxed modes, restart the massage programme on the slimline Bridge of Weir leather seat, and flick through the solar system-themed ambient light settings. I also realise that the digital rear-view mirror works as well as a glass one, while bringing the added benefit of something called rearward visibility to the coupé-SUV class. Of the trio, the 4 offers the widest bandwidth, ranging from a comfortable and calm cruiser to an agile and eager hustler at the other end of the chassis profiles.

Polestar 4 Long Range Dual Motor Performance - driving cornering

Family Traits

Even with their distinct body styles and mechanical set-ups, the Polestar 2, 3, and 4 Performance all possess a natural fluidity to their movements. They know their mechanical limits and when to call on the support of ESP. They’re happiest when pushed rather than prodded, preferring to remain composed within the limits of adhesion rather than wanting to exceed them.

That said, they still undeniably feel like EVs, and the large mass beneath the floor is constantly detectable. However, the mass is able to move with the chassis without causing the understeer-inducing pendulum effect and float of under-damped electric cars that I’ve encountered all too often. If you’re after a tail-happy EV that reminds you of driving a piston-engined car, these aren’t the ones for you. I’d recommend choosing something with a drift mode and a synthesised engine sound.

Polestar 4 Long Range Dual Motor Performance - interior

They would all benefit from steering wheel-mounted regen paddles to save taking eyes off the road to tweak the energy recovery settings, adding an extra layer of driver engagement. Whether a simulated gearbox like Hyundai N’s e-shift and Kia’s Virtual Gear Shift (VGS) systems would improve enjoyment is a matter of personal preference – especially if they could be switched on or off at the driver’s leisure.

Personally, I’d leave it switched off as I quite like the linear advancement, which feels more authentic to an electric powertrain. The rear-biased power and grip balance of the 2 and 3 suit the cars well, and the 3’s LSD should become standard equipment for future models, and be added to the 4 at its facelift.

Where Next For Polestar?

A glimpse of the future was seen through an open garage door: the UK-developed Polestar 5. Having since shed its camouflage, the new flagship’s dual-motor powertrain develops 871bhp making it the most powerful car in the range, the quickest to charge with an 800v electric architecture, and the fastest with its 155mph top speed. In keeping with the models that paved the way for it, the 5 doesn’t follow the norms of its segment, forgoing the air suspension and rear-axle steering set-up used by its key rivals – including my current favourite electric super-saloon, the Audi RS e-tron GT.

At present, the trio feel in line with the Audi S, BMW M Performance, and AMG 43/53 ranges, but Polestar isn’t shy about making track-focused special models under the BST (Beast) banner. The brand is clearly happy to experiment and tweak the mechanical formula as it refines its dynamic identity. The three differing motor and suspension set-ups of the three test cars are evidence of this, and the 5 is adding another unique chassis configuration to the range.

While each car does have its own personality, they also share a number of traits. Built on three balanced, neutral, and predictable platforms, the trio use their quick steering and progressively potent power delivery to make use of their vast grip levels. They’re three objectively sensible, software-first EVs when looking at the spec sheets, but thanks to the hardware they can happily keep pace with a hot hatch when the going gets twisty. They’re capable and efficient in everyday use, but most importantly for cars bearing the Performance moniker, they are capable when asked to perform.

Specifications	Polestar 2 Performance	Polestar 3 Performance	Polestar 4 Performance
Drivetrain	2x e-motor, AWD	2x e-motor, AWD	2x e-motor, AWD
Power	469bhp	510bhp	536bhp
Torque	546lb-ft (740Nm)	671lb-ft (910Nm)	506lb-ft (686Nm)
0-62mph	4.0s	4.5s	3.7s
Top speed	127mph	130mph	124mph
Battery	82kWh	111kWh	100kWh
WLTP range	353 miles	352 miles	310.7 miles
Kerb weight	2,105kg	2,579kg	2,355kg
Power-to-weight	222.8bhp/tonne	197.8bhp/tonne	227.6bhp/tonne
OTR price from	£56,160	£79,510	£69,000

On Track in the Hyundai Ioniq 5 N

A newly launched partnership between MSV and Hyundai UK allows us to experience the 641bhp Ioniq 5 N around the Bedford Autodrome.

Usually when I’m driving a car for the first time, I take a few minutes and miles to get acquainted with it before I explore the effects of a fully depressed accelerator. Not with the Ioniq 5 N though. Going from starting the twin-motor performance crossover to being deploying full power on a circuit took me all of 80 yards. Talk about starting at the deep end.

Bedford Autodrome’s North Circuit played host to a fleet of 5 Ns, brought about by Hyundai’s partnership with MSV – the owner of Brands Hatch, Cadwell Park, and Donnington Park to name just a few venues. A one-mile loop may not sound like much of a challenge, but a sharp Z-bend, a duet of tight hairpins and pair of double-apex left-handers allow me to get a concentrated dose of the car’s dynamic capabilities. Lap times are short – average speeds are high.

While often referred to as a hot hatch, the 5 N is closer to a mid-size crossover in its dimensions, but the resulting wide track and long wheelbase provides a stable platform for the four 275/35 21” Pirelli P Zero to deploy all 641bhp. On my warm-up lap, the car makes its vast grip reserves evident, and body roll is controlled diligently. The steering is slightly lighter than anticipated, but the nose follows my desired line to the letter, not requiring any correction.

Using a mixture of four-piston front brakes, single-piston rears, and recuperation from the electric motors, the stopping power is plentiful, disguising the 2.2-tonne mass quite well. There’s no dead zone on the brake pedal, and the mixture of friction and electric braking is blended very well. Noticeable but not overwhelming lift-off regen allows for the precise speed control just using the accelerator pedal that I’m used to from driving a variety of EVs.

Naturally, slowing down isn’t the point of a performance car like this. You’ll want to speed up, and the 5 N wastes no time in doing that. The response is instantaneous as one would expect in its N driving mode – with its steering, adaptive dampers, and motors turned up to the max. A strong initial thrust of forward motion never seems to end, and the car continues to advance relentlessly well above 100mph.

Starting to lean on the car harder, I begin standing on the brakes rather than lifting and coasting before the corners, turning quicker, but using the 5 N’s weight to its advantage through the bends. Loading up one side, and letting it naturally drift out to the left or right allows the car to remain composed, and make good use of progressive throttle applications as the tarmac straightens.

The movement of mass is evident, but there’s no pendulum effect, and the car enjoys quick turns of the steering wheel, and relishes diving into the sequence of back-to-back hairpins. Getting ahead of myself and mashing the throttle to the carpet ahead of time, the back end abruptly came around which caught me off guard, but the stability control caught it with no fuss, clearly influenced by the programming for the multi-stage Drift Control system.

It all feels quite natural, even though there’s a lot of augmentation going into the driving experience. A car of this size and weight shouldn’t be able to move like this on the road – let alone a track where EVs are still a rare sight outside of Formula E. In this setting, the software allows the hardware to work hard, and unlocks a new method of interaction.

The biggest talking point about the Ioniq 5 N isn’t its 641bhp and 568lb-ft (770Nm) peak outputs – but rather the effort Hyundai has put into making the car behave and sound like something powered by fossil fuel. The headline party piece of course, is the e-Shift – also known as Virtual Gear Shift on the platform-sharing Kia EV6 GT.

Where pulling a paddle on most EVs adjusts the level of energy recovery, that action in the 5 N immediately switches on a simulated 8-speed transmission, and adds a rev counter to the 12.3” drivers display, and the coloured head-up display. It alters the power delivery to mimic a piston engine, will hit a “limiter” if the flashing shift lights are ignored, and will noticeably bump as one goes up or down through the ratios. This setting also amplifies the driving sound – a prominent burble i20 & i30 N owners will be familiar with – turning it from a useful audible reference point for speed, to a loud focal point.

The system is intuitive, and makes it easier for my instructor to give me speeds and ratios to aim for in corners. The chicane becomes a second gear corner, a long curve is one for third, and I shift up into fifth before exploiting the car’s immense stability to bear right at 108mph. Staying in a higher gear while cornering keeps the lively limited-slip differential-equipped rear motor in check, but if too much speed is scrubbed off, it won’t automatically downshift.

While the car can bend the laws of physics, it can’t quite break them. Several hot laps begin to have their effect on the P Zeros, but if anything the car becomes more adjustable using the throttle and mid-corner shifting to balance it through the bends, while still remaining predictable. In fact, the car feels like it’s coming even more alive as it presents me with the challenge of managing the weight, the movements, catching four-wheel drifts, but still egging me on to get back on the power as quickly as possible.

All of this takes place as I instinctively pull the paddles up or down, and hear the “engine” note change accordingly.

If I was new to EVs, I’d say it feels normal to use the e-Shift system, as it does a rather good job of mimicking a multi-speed transmission. While it alters the performance delivery from the pair of electric motors, it doesn’t change it completely, and it still feels unmistakably electric on its way to the red line.

I suspect that my internal gyros are tuned into the torque-first outputs of drivetrains like this, and expect an endless single gear ratio to accompany them, forgetting about shifting, and focusing on balancing the car with regen, and minute adjustments to the throttle. I need a bit more time to recalibrate, and get to learn it better.

Whether switched on or off, it’s a good string to have in the Ioniq 5 N’s bow, as it offers an extra level of engagement and involvement on one hand, but immediately delivers a familiar feeling to those new to performance EVs. I’m glad it’s there, and it’s no surprise that Mercedes-AMG are working on a similar system for their future electric GT four-door.

It’s important to remember that there is more to the 5 N than e-Shift. There’s a stonking chassis, two punchy motors, fabulous high-speed stability, room for five people, heated rear seats, nice cabin materials, room for the proverbial dog that is a permanent fixture of the boot in fast family cars, an 84kWh battery offering 278 WLTP miles of range, and the promise of cheap charging if topped up at home.

While all of its quirks and capabilities will take time on public roads to uncover and get used to, it’s made quite the impression in the space of a few laps of Bedford Autodrome. All who emerge from the car do so wearing a smile, proving Hyundai’s and MSV’s gamble on an electric track experience car has paid off. With pro drivers at the wheel, we’re shown how well the car rides kerbs, and how trail braking sets the car up best in true EV fashion. From the second row, the way that the car moves seems even more extreme than it did from the driver’s seat.

It’s a good EV on paper, and a good performance EV on track. It just so happens to offer a choice of interaction levels for its driver: remastered classic rock, or future wave.