MADRID, Spain — Polestar has catered to a niche audience since taking a seat at the carmaker table in 2017. Things started small: It’s been operating as a one-model brand for the past couple of years. While the 2 set a high bar, it’s not able to push the tuner-turned-manufacturer into the mainstream alone.
Up front, the Thor’s Hammer daytime running lights form a link between the two companies. There’s plenty of unique Polestar DNA, though. The 3 doesn’t hide its armada of sensors; it proudly shows them off. The panel located between the headlights — where you’d likely find a grille if the 3 used, say, a straight-six — features lines indicating the position of the various sensors that power the electronic driving aids.
About 85% of the 3’s infotainment system is shared with the 4. The biggest difference is that the 3’s touchscreen is portrait-oriented while the 4’s is landscape. Ruben Rodriguez, the company’s head of UX design, told me that’s because the 4 is aimed at younger buyers who will appreciate the extra functions, like a split-screen mode. In contrast, 3 buyers will prefer the top-to-bottom display.
At launch, the Long-Range Dual-Motor will be the only variant of the 3 available. Its name is straightforward: Power comes from two electric motors that draw electricity from a 111-kilowatt-hour nickel-manganese-cobalt battery. The system’s output checks in at 489 horsepower and 620 pound-feet of torque, though the optional Performance Package bumps those figures to 517 hp and 671 lb-ft, respectively.
Several other factors come into play, including a low center of gravity and a 50/50 front/rear weight distribution that allow the 3 to take a corner without excessive body roll. You can also configure the steering and the adaptive air suspension . Playing around with these profiles makes a perceptible difference in how the 3 behaves. Nearly every new car offers driving modes or profiles, but they’re often not as nuanced as we’d like them to be.