Polestar, the Scandinavian EV brand that’s been hot on the trail of Tesla, has upped the competition with an updated Polestar 2. The rival to the Tesla Model 3 can now travel up to 22% further, consume up to 9% less energy and charge up to 34% faster, at least on paper. It’s not a big claim though, as the revised model gets a host of hardware upgrades including larger batteries and new electric motors.

The good news is that, despite the improvements, there’s no price increase across the range. Kicking off the range is the Standard Range Single Motor variant priced at $67,400. Moving up, the Long Range Single Motor model costs $71,400, while the Long Range Dual Motor all-wheel drive flagship asks $76,400. The latter can be optioned up with a $9,000 Performance Pack which brings more power and quicker acceleration. All prices exclude on-road costs.

For comparison, the Tesla Model 3 Standard Range Single Motor costs $61,900 and the Dual Motor Long Range all-wheel drive is priced at $71,900. The Model 3 Performance hero is now no longer offered. This means the revised Model 3 line-up is about $5,000 cheaper than the Polestar 2 for equivalent variants.

Is the premium in price for a Polestar 2 justified? It’s subjective but here’s our take. In terms of looks, the ForceGT team is split with some preferring the curvy, elegant lines of the Tesla Model 3 while others like the contemporary and European styling of the Polestar 2. But almost all of us agree that the Polestar 2 has a richer and more complete interior. When it comes to driving dynamics, we all give it to Polestar.

Our testers for this review were the Polestar 2 Long Range Single Motor and Long Range Dual Motor with Performance Pack. From the outset, these revised models look no different to the pre-updated versions, except for a new cover for the grille – which Polestar calls “Smartzone” for its embedded sensory gizmos – and mild styling tweak on the 20-inch wheels in the LRDM Performance. It’s the right move, as there’s no need to mess with the clean, minimalist and understated styling of the car. It’s a smart looking sedan with intricate detailing like the Thor’s Hammer daytime running lights, frameless door mirrors and rear LED light blade.

The plastic cladding on the wheel arches is an acquired taste and there’s a bit too much wheel gap for our liking, but the wheel design is striking with the wheels themselves sitting nicely flush with the fenders. Opting for the Performance Pack on the LRDM model will see the brake callipers tucked behind those massive 20-inch rollers painted in Swedish gold – Polestar’s trademark accent – and boy do they look good.

The Polestar 2 has a relatively square passenger cell with a flat roofline and that’s intended. The cabin is roomier as a result of this design, with space for five adults to stretch out and plenty of headroom for rear passengers. However, there’s a rather large centre hump in the rear footwell which is surprising given the lack of a driveshaft (being an EV).

As previously mentioned, the Polestar 2’s interior design is a winner. The vibe is calm, futuristic and premium, with delicate details in the mix of bold trim pieces. The brand hasn’t gone overly obsessed with LCD screens either like most other EV manufacturers. The 11.2-inch portrait centre touchscreen is large but not crazily massive, with it neatly integrated into the dashboard at a perfect angle for top notch ergonomics. A modest digital instrumentation panel sits under a conventional binnacle, viewed through a sporty three-spoke steering wheel. The raised centre console houses one of the coolest shifters we have seen. Shaped like something out of Star Trek, the shifter has an illuminated Polestar logo at the base which is such a neat touch. Look up at the roof and another Polestar logo is visible near the rear view mirror, this one projected on to the panoramic glass roof – nice.

All these translate to unique cockpit feel from behind the wheel, one that is sporty, sophisticated and driver focused. Mixed in with the glass roof, the interior is also bright and inviting, though it can get pretty hot in summer with the amount of light the roof lets in. The air-con is slow to cool things down, which means on hot sunny days the car is best parked in the shade.

A plethora of storage spaces are dotted around the cabin, including large door pockets, a covered compartment under the front central armrest, storage pockets on either sides of the centre console and a pair of cup holders for the front and rear. There’s not one but two boots – a 405-litre main rear boot, expandable to 1,095 litres with the rear seats folded and a second 35-litre boot under the bonnet.

Standard equipment in the Polestar 2 has been revised to increase overall value. Driver Awareness features are now standard, including Blind Spot Information System (BLIS) with steering support, Cross Traffic Alert with brake support, and Rear Collision Warning and Mitigation, along with the 360-degree surround view camera and automatic dimming exterior mirrors. A wireless phone charger is now also standard on all versions.

But the biggest update is to the powertrain. More advanced electric motors and inverters are fitted to all variants, bringing vastly improved range and performance across the board. Previously front-wheel driven, single-motor variants are now rear-wheel driven for a sportier driving feel. Power is upped substantially from 170kW to 220kW – a hike of 50kW, while torque has increased to 490Nm from 330Nm, that’s a jump of 160Nm! The 0-100 km/h sprint time has been slashed by as much as 1.2 seconds, down to 6.2 seconds.

Dual motor variants are now rear-drive bias thanks to a revised drivetrain setup that sees the rear motor as the primary drive source. The front motor can now be disengaged completely to support efficiency gains, with it only coupled when more power or traction is needed. The dash to 100km/h is 0.2 second quicker than before at 4.5 seconds.

Available to purchase as a downloadable over-the-air software upgrade for any eligible Long Range Dual Motor variants, the optional Performance Pack lifts power to 350kW while keeping torque figures the same. The 40kW of extra power is enough to trim the 0-100km/h sprint time to 4.2 seconds.

Regardless of single or dual motor variants, the Polestar 2 has no fuss laying its power down on to the tarmac. Despite the high power and torque output, there’s virtually zero wheel spin at launch, even for rear-wheel drive models. Being an EV, power delivery is completely linear from the get go. Plant your foot down at any speed and the instantaneous torque thrust the car forward for super quick overtaking.

With most of the weight from the battery and drivetrain stuffed low in the car, the centre of gravity is low resulting in a relatively flat cornering stance. The steering is numb but otherwise precise and smooth. The brakes are strong but slightly wooden when one pedal drive is turned off.

While both variants on test exhibited good ride comfort with just enough firmness for a sporty driving feel, the Long Range Single Motor model felt like the better daily driver as its lighter, nimbler and has a more relaxing demeanour. Its thicker tyre wall also absorbs road imperfections better.

All Polestar 2 versions feature upgraded lithium-ion batteries which are capable of faster charging rate. Long range battery supports up to 205 kW DC fast charging, while standard range battery is good for up to 135 kW DC.

AC charging is also possible via a standard home AC wall plug, or 11kW or 22kW public charge points. Charging at home can take a full day or more for a full charge, which is painfully slow. So, it’s always better to charge at a charging bay, which can top up around 100km in about 15 minutes at 22kW AC. We also charged at 50kW DC which topped the battery up from near empty to 80 percent in about 30 minutes.

For paid public charging, the fee at the time of writing is around $0.40 per kWh. This means generally you’ll be able to run the Polestar 2 at a lower cost than most petrol or diesel powered vehicle.

The Standard Range Single motor version now has a range of up to 532km WLTP, an increase of 54km, and the Long Range Single Motor variant can now achieve 654km WLTP, an increase of 103km.

The front motor disconnect function on the Long Range Dual Motor variant is particularly effective at maximising range, which is now rated at 591km WLTP, a big increase of 104km from before.

The Polestar 2 is covered by a five-year, unlimited kilometre warranty. More impressive, it’s also offered with five-year free servicing and roadside assistance.

Verdict

2024 Polestar 2 Pricing and Specification

The post 2024 Polestar 2 Review – the real alternative to Tesla? appeared first on ForceGT.com.

Polestar 4, the SUV coupe by the Scandinavian EV marque, is now officially on sale in Australia with a starting price of $81,500 plus on-road costs.

With first deliveries slated for August, the Polestar 4 is the fastest Polestar production car to date, with it slotted between the Polestar 2 sedan and Polestar 3 medium SUV in terms of size and price.

In its most potent form, the Polestar 4 Long Range Dual Motor can sprint from 0 to 100km/h in just 3.8 seconds thanks to 400kW of power and 686Nm of torque afforded by the dual electric motors – one at each axle. This model has a driving range of 580Nm (WLTP). A disconnect clutch allows the car to disengage the front electric motor when not needed, to maximise range and efficiency.

The Long Range Single Motor variant features a 200kW / 343Nm electric motor at the rear and a driving range of 610km (WLTP).

Both versions are capable of fast charging up to 200 kW DC and 22 kW AC. Bi-directional charging hardware is included, with vehicle-to-load (V2L) functionality planned to be made available at a later date, providing for external devices to draw power from Polestar 4.

Like the other Polestar models, the Polestar 4 features an Android Auto powered infotainment system that utilises a 15.4-inch landscape-oriented screen. With Google built-in, including Google Assistant, Google Maps and Google Play, Polestar continues to offer a connected experience. Wireless Apple CarPlay is also included.

The instrumentation panel is a 10.2-inch display and includes speed, battery and range information. Also fitted is a head-up display (HUD) with a massive 14.7-inch projection area in front of the driver that relays key vehicle, telephony and navigation information to the windscreen.
A clever ‘snow mode’ function for the HUD switches the text colour from white to yellow, improving visibility in snowy environments.

Several options are available. The Plus Pack comprises comfort and technology upgrades, with the Pro Pack adding 21-inch wheels and subtle design details. The Nappa upgrade can be specified in addition to the Plus Pack, and includes animal welfare-secured Nappa leather upholstery with ventilation and massage, additional headrest speakers for the front seats and rear comfort headrests.

The Pilot Pack includes Pilot Assist and its extended features, and is included as standard in all variants. The Performance Pack increases the performance look and driving experience of the Long range Dual motor version, with 22-inch wheels, 4-piston Brembo brakes, Polestar Engineered performance chassis tuning and Swedish gold details for the brakes, seat belts and valve caps.

The post Polestar 4 SUV-coupe priced from $82k appeared first on ForceGT.com.

What is Polestar? It was once Volvo’s performance arm. It’s badge was used on some of Volvo’s high-end sports models, much like M to BMW and RS to Audi. Forget all those because in 2018 Polestar transitioned into a standalone brand focusing purely on electric cars. The brand continues to be owned by Volvo and its Chinese parent company Geely. Its cars are built in China for global markets.

The brand broke into the EV scene with the Polestar 1, a luxurious two-door grand tourer plug-in hybrid with 440kW produced in small volume and aimed at those with deep pockets. The beautiful, quintessentially Swedish and Volvo-esque design together with storming performance was enough to make a bold introduction for the brand.

And so in 2020 out came the second Polestar model – the Polestar 2. This fully electric compact executive saloon would go on to increase Polestar’s brand awareness and take the fight to the segment’s dominant Tesla Model 3.

Today, the Polestar 2 line-up is made up of three variants, with price ranging from $63,900 to $73,400 before on-road costs and options. The entry-level Standard range Single motor makes 170kW and has a range of 478km. The Long range Single motor is also rated at 170kW but goes further with its 551km range. At the top of the line-up is the Long range Dual motor with 300kW, 487km of range, and 4.7 seconds to 100km/h. And it’s what we have on test here.

Fully loaded with $17,400 worth of options including the $3,400 Pilot lite pack, $6,000 Plus pack and $8,000 Performance pack, our test car has a final sticker of $90,800 plus ORCs. Queuing the competition at around that price point sees the Tesla Model 3 Long Range AWD ($76,900), Kia EV6 GT-Line AWD ($87,590) and BMW i4 ($99,900) stepping into the picture.

Polestar’s design language is simple. It literally means that as minimalist styling is employed everywhere including the interior. The clean, contemporary profile sets the base for a futuristic yet discrete design tone on which distinctive details like the architectural grille, frameless door mirrors and slim front and rear LED light blades define the looks.

Filling up the large wheel arches are standard 19-inch wheels, while 20-inch Y spoke black polished forged alloy wheels like those seen on our tester are optional for the LRDM model, as part of the Performance pack. Opting for this pack will also see the brake callipers painted in Swedish gold – a Polestar trademark accent – and they look sensational.

Riding higher than the Tesla Model 3, the Polestar 2 is a tall sedan, in part due to a large passenger cell. This results in a roomy cabin with space for five adults to stretch out. There’s plenty of headroom thanks to the car’s high and straight roof line. Legroom at the back is also generous, though the middle passenger will have to put up with a large centre hump – a surprise find given the lack of a driveline.

Scandinavian commonsense is everywhere, like the plethora of large storage pockets, compartments and cup holders around the cabin. The designers hadn’t gone overly obsessed with the notion of being unconventional, like what we are seeing in many other EVs. There’s still an instrumentation cluster ahead of the driver – a fully digital one, there’s still a centre touchscreen – 11.2 inches large, and the air-con vents are not hidden within some absurd location or in the roof liner.

Rather, the highlight of the interior is the overall design itself. There’s an expensive, futuristic and contemporary vibe that is calm and inviting. Polestar calls its design approach ‘quietly confident’ and it is literally.

There are subtle hints of Volvo, such as the steering wheel, gear lever and air vents, which blend in really well with bespoke Polestar details like the gold seat belts (part of the Performance pack), frameless rear view mirror and the super cool projected Polestar logo on the panoramic glass roof (part of the Plus pack).

Being an environmentally conscious vehicle means the interior is all vegan. There’s no leather or wood, at least not in our test car (Nappa leather is optional if you must). That said, the light fabric and ash deco aren’t the run-of-the-mill stuff, they feel very premium and fuse wonderfully with the rest of the cabin.

If anyone has doubt on its build quality given it’s not made in Sweden, afraid not because the craftsmanship is exemplary. Everything feels solidly put together. It’s flawless at the highest standard.

The tech is easy to use. The centre touchscreen is very responsive, the on-screen buttons are large and the layout is intuitive. It’s certainly one of the best touchscreens we have used.

The system uses Google Android Automotive OS and it works like a charm. You can say ‘Hey Google’ to activate voice assistant, you can sign into your Google account to bring up reminders and personal settings, and Google Maps is built in. You can also ask Google assistant to control some of the car’s functions like climate settings, media, navigation and phone. It’s a pretty slick system though some functions require the use of your mobile data and reception.

The digital instrumentation allows some degree of customisation but is fairly limited. At least, it has a map view which is useful when you are navigating.

Other tech included as part of the Pilot pack are adaptive cruise control, surround view camera, adaptive headlamps and high-speed autonomous emergency braking. Opt for the Plus pack and you will score a wireless phone charger and 13-speaker Harman Kardon surround sound system, in addition to comfort features like heated steering wheel and second-row seats, plus the panoramic glass roof.

The car has a 405-litre main rear boot, expandable to 1,095 litres with the rear seats folded. A second 35-litre boot is found under the bonnet where an engine in a non-EV normally sits.

The 300kW/660Nm dual motor all-wheel drive set up in our Polestar 2 LRDM packs some serious punch. Being full electric, the torque is instantaneous, which means accelerating away from stand still or overtaking is all done effortlessly. Grip is phenomenal, which means it’s always safe and controlled in all conditions.

Weighing around 2.1 tonnes, the car is heavy but clever packaging means most of the weight is stuffed low in the car resulting in a low centre of gravity. There isn’t much roll in corners and the steering is precise for the most part if not lacking a little in feedback.

The ride is smooth but maintains an appropriate layer of firmness for a solid driving feel. It’s a very easy, relaxing and refined car to drive overall, which is Polestar’s design intent.

We find the LRDM’s rated range of 487km a bit optimistic. Driven normally (without an overly enthusiastic right foot), a single charge will more realistically give around 450km of range.

In terms of charging, both AC and DC fast charging work with the Polestar 2. Starting with the most basic, charging at home with a domestic power outlet will take 6 to 8 hours for a full charge. You’ll most likely do this overnight with the car parked in the garage.

For quicker charging, you’ll need charge at one of the many public charge points available in places like shopping malls, city council buildings, recreational centres and hotels. Most of these places offer free charging for several hours (usually unlimited free charging at city council premises). The charge type varies between places, though they are usually 11kW AC, 22kW AC or 50kW DC fast charging. The latter is able to top up the battery from near empty to 80 percent in about 40 minutes. For paid public charging, the fee is around $0.40 per kWh.

With a combination of at-home charging, free public charging and paid charging, you’ll be able to run the Polestar 2 at a lower cost than most petrol or diesel powered vehicle. If you have solar panels at home you’ll save even more on charging cost.

The Polestar 2 is covered by a five-year, unlimited kilometre warranty. More impressive, it’s also offered with five-year free servicing and roadside assistance.

Verdict

2023 Polestar 2 Long Range Dual Motor AWD Pricing and Specification

Competitors:

Hyundai Ioniq 5, Kia EV6, Tesla Model 3, Nissan Leaf

The post 2023 Polestar 2 Review – Long Range Dual Motor AWD appeared first on ForceGT.com.

Polestar has confirmed a production version of its seductive O2 concept will arrive in 2026 as the Polestar 6, and it’s coming to Australia.

Featuring an all-electric powertrain, the Polestar 6 is described as “a perfect combination of powerful electric performance and the thrill of fresh air with the top down” by Polestar’s CEO.

It will sit on the bespoke bonded aluminium chassis of the Polestar 5 grand tourer, and offers the same 800-volt architecture with dual electric motors producing up to 650kW (872 hp/884 PS) and 900 Nm (664 lb-ft) of torque.

It’s said to be capable of a 0-100km/h (0-62mph) sprint in 3.2 seconds, before hitting a top speed of 250km/h (155mph). Polestar says full specification will be announced closer to the car’s launch.

Like most of Polestar’s recent concept-to-production models, the road going version of the roadster is expected to retain most of O2 concept’s styling, with a folding hard-top, sharp LED lights and smooth surfacing.

In conjunction with the new model confirmation, Polestar has also announced a special edition of the Polestar 6 to be known as the “LA Concept” and limited to 500 units.

Production is expected to begin in 2026, but Polestar has already started taking orders for the $US200,000 ($A285,370) roadster in the US.

The post 2026 Polestar 6 EV roadster confirmed for production, and Australia appeared first on ForceGT.com.

Think electric cars and right away Tesla springs to mind. The American electric car manufacturer’s models are synonymous with cool tech and supercar-beating acceleration. Its best seller, the Model 3 sedan, is the most affordable model. While it plays in the luxury sports sedan segment, rivalling the likes of BMW 3 Series and Mercedes-Benz C-Class, there isn’t really another full electric player in that class. This means the Tesla Model 3 has no direct rival. Until now.

Polestar, the electrified sub-brand of Swedish luxury car brand Volvo, is making an entry to the Australian EV market with the Polestar 2 electric sedan. And it’s set its crosshair squarely on the Tesla Model 3.

Priced to rival the Tesla, the Polestar 2 range starts from $59,900 for the Standard Range Single motor and $64,900 for the Long Range Single motor. Both single motor variants fall under the threshold for the $3,000 Electric Vehicle Rebate in the state of New South Wales and Victoria, as well as significant stamp duty savings.

The range-topping Polestar 2 Long Range Dual motor variant is priced from $69,900. All prices exclude on-road costs.

Now, let’s compare Tesla Model 3’s prices, again all quoted excluding on-road costs.

The entry-level single motor Tesla Model 3 Standard Range Plus is priced from $59,900, exactly the same price as the Polestar 2 Standard.

Moving up the range, the $73,400 Tesla Model 3 Long Range dual motor is a $3,500 premium over its direct rival the Polestar 2 Long range Dual motor range-topper ($69,900).

Unlike the Polestar 2, the Model 3 line-up does not include a ‘bridging’ long range single motor variant. This means buyers who want long range but not dual motor all-wheel drive will have to settle for the mid-spec Polestar 2 variant ($64,900).

Tesla’s Model 3 line-up is topped off by a high performance, dual motor variant, the Model 3 Performance priced from $84,900.

On top of those prices, Tesla charges various premiums for an exhaustive list of optional add-ons. Polestar takes a different approach by bundling add-ons into three optional ‘Packs’.

The $5,000 Pilot Pack provides enhanced safety and driver assistance features, such as Driver Assistance with Adaptive Cruise Control and Pilot Assist, a 360-degree surround-view camera, and Driver Awareness including Blind Spot Information System (BLIS) with steering support, Cross Traffic Alert with brake support, Rear Collision Warning and Pixel LED headlights with LED front fog lights.

The $6,000 Plus Pack includes premium equipment such as a full-length panoramic glass roof, Harman Kardon audio system with 13-speakers, WeaveTech vegan upholstery, Black Ash deco panels, fully electric heated front seats with memory, heated rear seats, heated steering wheel, heated wiper nozzles and a heat pump, which reduces the need to use valuable battery capacity to prepare and sustain the cabin climate.

The $8,000 Performance Pack is available for the Long Range Dual motor variant only, and includes adjustable Öhlins dampers, Brembo brakes, forged 20-inch alloy wheels, and signature ‘Swedish gold’ details inside and out.

Now, let’s compare the power and WLTP driving range figures of both electric cars.

The Polestar 2 Standard Range single motor packs 165kW and 330Nm and is good for 440km in range.

Its Tesla rival, the Model 3 Standard Range Plus is rated at 239kW and 420Nm, with a claimed range of 448km.

The Polestar 2 Long Range Single motor makes 170kW and 330Nm, with a range of 540km. Tesla does not have an equivalent Model 3 variant to this mid-spec Polestar model.

The top-spec Polestar 2 Long range Dual motor variant brings 300kW and 660Nm, along with 480km of range.

Tesla Model 3 Long Range dual motor answers this with 324kW and 493Nm, matched with 580km of range.

The arrival of the Polestar 2 to rival the Tesla Model 3 can only be a good thing for EV consumers, as competition ensures prices in the market remain in check.

The post Polestar 2 vs Tesla Model 3: Price and Spec Comparison appeared first on ForceGT.com.

 

See that little blue square on our 2018-built Volvo XC90 T6 R-Design? It’s the Polestar badge. I first got acquainted with it 3 years ago, also in a XC90. Back then, the Polestar tune was a dealer fitted option that was tagged on to the engine’s ECU.

Now with Polestar set to be unleashed as a standalone brand to take on AMG and M as Volvo’s full-blown performance offering, the engine optimisation is done straight from the factory and is standard on all R-Design XC90s.

As before, the stats have not changed. That means an increase of 11kW and 40Nm to a potent 246kW and 440Nm of torque from the XC90 T6’s 2.0-litre supercharged and turbocharged four-cylinder petrol engine.

While it used to costs $1,858.05 plus 3 hours of labour, the Polestar ‘optimised’ T6 XC90 now starts from $104,900 plus on-road costs – $3,050 more than before.

That’s fair, if you asked me, because the slight increase in price not only nets you the extra kilowatts, things like keyless entry, power tailgate and heated front seats – which together used to cost $4,433 – are now standard.

What’s changed since its launch in 2015?

Not much. You still get the same muscular 2.0-litre twin-charge four-cylinder engine cloaked in a handsome sheet metal that has withstood the test of time. Its now familiar corporate face has been adopted by the rest of the Volvo range and is highlighted by their ‘Thor hammer’ daytime running lights and upright Volvo grille.

The R-Design trim further enhances the XC90’s aesthetics with a gloss-black grille, sportier front bumper with front spoiler, matte silver finished roof rails and mirror caps, as well as 20-inch R-Design 5-spoke matte black diamond cut alloy wheels.

Step inside and the modern, minimalist interior doesn’t feel a day older than when it first debuted. Its portrait style infotainment screen is still one of the most responsive in the business, although the relatively dull graphics aren’t the most exciting. And while it may look massive (at 9.0-inch) 4 years ago, Tesla’s jumbo screen has quickly overshadowed it.

The R-Design spec also means you get a spattering of goodies such as soft Nappa perforated leather seats, sporty alloy pedals, R-Design carpet, carbon-fibre door inlays and an illuminated gearshift knob.

Its semi-autonomous Pilot Assist is still one of the best not just in its class but also in the industry (except – again – for Tesla, of course). Once engaged, it will take over the steering, throttle and brakes while following the vehicle ahead in stop/start traffic or on roads with clearly painted lines.

What else do I get for my money?

Quite a lot actually.

Besides the 9.0-inch portrait-style touchscreen, you also get a 12.3-inch digital instrument cluster, a head-up display, satellite navigation with voice control, Apple CarPlay and Android Auto, internet connectivity, a 10-speaker 330W sound system, 360-degree parking camera, power and heated front seats, four-zone climate control and Volvo’s trademark integrated child booster seat at the back.

Our tester also comes equipped with another $8,000 worth of options, bringing an even snazzier 19-speakers Bowers & Wilkins premium sound system, heated rear seats (outboards), sunblinds for the rear doors, active chassis with rear air suspension, and dashboard and door tops with colour-coordinated seams.

The striking ‘Bursting Blue’ exterior paint you see here is another $1,900.

On the safety front, the XC90 is brimming with safety technologies. This includes the brand’s City Safety consists of vehicle, pedestrian and cyclist mitigation and auto braking, blind spot monitoring with cross traffic alert, rear collision warning, lane departure warning, road sign recognition, understeer control, stability control, as well as trailer stability assist to mitigate fish-tailing.

How practical is it?

The XC90 is a genuine 7 seater with room for small adults in the 3^rd row. Entry and egress to the last row is always going to be rather awkward for a five-door SUV compared to a people mover with practical sliding doors but the large rear doors in conjunction with the slide-able 2^nd-row means it’s easier than it looks.

Once inside, the airy cabin ensures all passengers feel comfortable with aircon vents for all three rows powered by a four-zone climate control system. Headroom is excellent in the first two rows, while adequate in the 3^rd. It’s the same story for legroom even for taller passengers.

However, for such a vast cabin, storage options could be better. While there are cupholders for all occupants (except for the centre occupant in the middle-row), the door pockets are relatively small especially in the 2nd-row.

Up front, the glove box and centre storage under the armrest are also on the smaller side, but you do get two USB ports within it. There are three 12-volt power outlets throughout the cabin – one in front, which doubles as a cigarette lighter, one in the 2^nd-row and another in the boot.

On the subject of the boot, it’s huge. There’s 314-litres with all seats up and 1,019-litres in 5-seats configuration. Dropping the middle-row will yield a whopping 1,868-litres.

On air suspension-equipped models such as ours, the XC90 will lower itself at the touch of a button to make loading easier.

How does it drive?

Rather effortlessly.

The twin charge means there is hardly any dead spot low down in the rev range. The XC90 is spritely from the get go and continues to muscle through all eight gears smoothly.

With 246kW of power from 6,000rpm and a stout 440Nm from 2,200-5,400rpm, the full-sized SUV is also more powerful than the X5 xDrive 35i and Jaguar F-Pace 30t, too.

While the R-Design is the sportiest of the range, the XC90 isn’t the most athletic large SUV on the market. For that, you’ll have to look at the Audi Q7 or BMW X5.

However, the optional air suspension does bring a level of agility to the big Volvo compared to the standard Touring suspension that I tested in the 2016 model. It feels more planted and slightly less floaty in Sport mode, yet looses none of its pothole ironing ability and ride comfort.

As before, its steering is still remote, especially on-centre but is relatively quick and direct for a large behemoth.

The cabin is well insulated from most of the outside world, making the XC90 Polestar a great long distance cruiser.

What are the running costs?

The XC90 is covered by a 3-year/unlimited kilometre warranty, which is comparable to other premium marques except for Lexus with its 4-year/100,000 warranty.

It needs a visit to the dealer every 12 months or 15,000km, whichever comes first.

Volvo offers two services programmes for the XC90, which has to be purchased prior to the first scheduled service:

‘SmartCare’:

• $2,225 for three years or 45,000km
• $3,500 for four years or 60,000km
• $4,230 for five years or 75,000km

‘SmartCare Plus’:

• $3,050 for three years or 45,000km
• $5,350 for four years or 60,000km
• $6,540 for five years or 75,000km

Volvo says the T6 Polestar should use just 8.5L/100km of fuel in a mix of urban and open roads but my average after around 400km of mainly city and suburban runs saw the trip computer reporting 14.0L/100km.

Verdict

2019 Volvo XC90 T6 R-Design Polestar pricing and specification

Competitors: Audi Q7, BMW X5, Mercedes-Benz GLS, Lexus RX 450hL

The post 2019 Volvo XC90 T6 R-Design Polestar Review – why buy? appeared first on ForceGT.com.

A new software upgrade for all-wheel drive Volvo models that diverts more torque to the rear wheels is to be made available for 2019 models underpinned by the company’s Scalable Product Architecture.

Developed by Polestar, the software aims to enhance the driving experience and provide a more engaging feeling, with improved steering turn-in and increased traction when feeding in the power.

The rear-biased torque split will be used when vehicles equipped with the software are in Dynamic mode or when traction control is disengaged.

The Polestar software package – which also sharpens throttle response and gear changes, and boosts the engine’s power output – will be available for the S60, V60, S90, and V90 sedans and wagons, and the XC40, XC60, and XC90 SUVs.

However, the software will only be available for models powered by petrol or diesel engines without electric assistance – that would be the T5 and T6 petrol engines, and D4 and D5 diesel engines.

As the T6 and T8 Twin Engine drivetrains feature a rear axle that is driven by an electric motor only, Volvo notes that they already have a rear-wheel torque bias and, as such, do not require the optimised software.

The post Volvo to offer rear-biased torque split tune for 2019 AWD cars appeared first on ForceGT.com.

The covers have finally been lifted on the US-built 2019 Volvo S60, but a question mark hangs over whether it will make its way to Australia.

If Volvo’s new small sports sedan is to make its way here, it likely wouldn’t be until the second quarter of 2019 at the very earliest.

Regardless, the new model has been detailed extensively, with confirmation of four different drivetrain options, as well as a Polestar kit for the top-grade variant.

The range will start with the 183kW T5 2.0-litre turbocharged petrol unit that drives the front wheels, while a step up to the T6 variant – which produces 228kW and 400Nm – adds a supercharger and all-wheel drive into the mix.

There are also two hybrid drivetrains – the T6 Twin Engine model with 251kW and 590Nm, and the range-topping T8 Twin Engine that pumps out 298kW and 640Nm. Both utilise the same basic 2.0-litre twincharged four-pot from the standard T6 model combined with plug-in hybrid EV technology.

As mentioned, a Polestar-tuned variant of the T8 Twin Engine will bump up the power to 309kW and 670Nm – making it good for a 4.7-second 0-100km/h sprint, matching that of the outgoing S60/V60 Polestar – along with adding uprated brakes and suspension, different wheels and tyres, and an upgraded engine control unit.

All S60’s will come equipped with an eight-speed torque converter automatic transmission as standard.

No diesel-powered variants have been announced, including for Europe. While the European-made V60 is available with an oiler under the bonnet, the S60’s US production in Volvo’s new South Carolina factory is perhaps the reason for this omission.

Styling-wise, the new model takes most of its design cues from the V60 wagon and XC60 SUV, especially on the inside, as well as some from the larger S90. It stays true to Volvo’s current design language, with signature features such as the ‘Thor’s hammer’ running lights clearly on display.

The new S60 is also larger in all dimensions – spare for height – than the old model. Based on Volvo’s Scalable Platform Architecture, it sits at 4,761mm long and 2,040mm wide including the mirrors, but only 1,431mm high. It will also be around 100kg heavier than the model it replaces.

While it’s unclear whether the new S60 will make its way here, its wagon sibling, the V60, is confirmed to be arriving here some time later this year.

The post 2019 Volvo S60 unveiled, unconfirmed for Australia appeared first on ForceGT.com.

Polestar, Volvo’s performance sub-brand, has revealed its future as a new standalone electric performance brand. Polestar confirmed plans for its first three models, a new purpose-built production facility in China and a customer-focussed route to market that it says will set a new industry benchmark for performance vehicles.

The company’s first car, the 600hp (447kW) Polestar 1 based on the Volvo Concept Coupe, is unveiled ahead of mid-2019 production. Benefitting from synergies and economies of scale enabled by Volvo, Polestar is able to accelerate the design, development and production processes at fraction of the time it takes other new entrants.

Thomas Ingenlath, Chief Executive Officer of Polestar said; “Polestar 1 is the first car to carry the Polestar on the bonnet. A beautiful GT with amazing technology packed into it – a great start for our new Polestar brand. All future cars from Polestar will feature a fully electric drivetrain, delivering on our brand vision of being the new standalone electric performance brand”.

As a halo for the future Polestar brand, the Polestar 1 is a two-door, 2+2 seat grand coupe with an ‘Electric Performance Hybrid’ drivetrain. An electric car supported by an internal combustion engine, it’s claimed to have a range of 150kms on pure electric power alone – the longest full electric range of any hybrid car on the market. Its output of 600hp (447kW) and 1000Nm of torque places the car firmly in the performance car segment.

The Polestar 1 is based upon Volvo’s Scalable Platform Architecture (SPA) but approximately 50% is said to be new and bespoke, created by Polestar’s engineers. To reinforce its dynamic driving characteristics, Polestar 1 is the world’s first car to be fitted with the all-new class-leading Öhlins Continuously Controlled Electronic Suspension (CESi) advanced chassis technology. A carbon fibre body reduces bodyweight and improves torsional stiffness by 45%, as well as lowering the cars’ centre of gravity. Additionally, Polestar 1 uses a double electric rear axle which enables torque vectoring for optimum cornering grip.

The Polestar 1 will be built in the purpose-built Polestar Production Centre in Chengdu, China. Currently under construction, it is due for completion in mid-2018.

Polestar will also move away from today’s traditional ownership model. Cars will be ordered 100% online and offered on a two or three year subscription basis. The zero-deposit, all-inclusive subscription will also add features such as pick-up and delivery servicing and the ability to rent alternative vehicles within the Volvo and Polestar range, all incorporated into one monthly payment.

The aim of the flat rate subscription is to offer a hassle free experience for the customer, according to Polestar. This is facilitated by Phone-As-Key technology. It allows the owner to share a virtual key with a third party, and also enables access to a host of other on-demand features.

All future cars from Polestar will have a fully electric powertrain. Polestar 2 will start production later in 2019 and will be the first battery-electric vehicle (BEV) from the Volvo Car Group. It will be a mid-sized BEV, joining the competition around the Tesla Model 3, and with consequently higher volumes than Polestar 1. The initial phase of the Polestar product roll out will then be completed by the subsequent arrival of a larger SUV-style BEV, the Polestar 3, which will compete with the Tesla Model X.

The ordering and configuration of Polestar cars will be conducted online via a Polestar app or online portal. However, Polestar also recognises that customers still want to physically engage with the brand so Polestar will open a network of Polestar Spaces around the world. This is where future Polestar customers can interact with products and the brand. Polestar Spaces will be standalone facilities and not within existing Volvo retailer showrooms.

The order books for the new Polestar 1 open on 17 October 2017, with Polestar able to take expressions of interest from prospective customers immediately.

The post Volvo’s Polestar goes electric performance with Polestar 1 appeared first on ForceGT.com.

It’s hard to think of a greater chasm than a Volvo wearing a Polestar badge. Think performance and the last brand that comes to mind is probably Volvo but that’s exactly what the V60 Polestar is all about.

It is so unassuming that most people were none-the wiser our hot Scandinavian wagon was capable of hitting 100km/h from a standstill in just 4.8 seconds.

Despite its unique Rebel Blue paint job, special 20-inch alloy wheel wrapped in wafer thin performance tyres and road-hugging stance, the V60 Polestar struggles to turn more heads than a bespectacled twink at a high school prom.

If you’re looking for the ultimate ‘sleeper’, look no further!

First unveiled in 2014 when Volvo enlisted its now in-house tuning arm to inject some sex appeal into the range, the latest V60 Polestar sports a downsized 2.0-litre supercharged and turbocharged four-cylinder engine, replacing the original model’s 3.0-litre straight-six turbo mill after the brand declared it would no longer be building engines with more than four cylinders.

It’s the same engine used underneath the XC90 SUV and S90 sedan. Despite its downsized heart, power is up 13kW to 270kW at 6,000rpm though torque drops 30Nm to 470Nm at 3,100rpm. Nevertheless, that’s still plenty of kilowatts and newton metres for what is otherwise a relatively practical station wagon.

While fairly refined in both the XC90 and S90, the engine sounds surprisingly coarse in the V60 Polestar, lacking the solidness we have come to expect in a performance metal. Thankfully, Polestar has done a wonderful job with the V60’s 3.5″ twin exhaust that brings the occasional blaps on upshifts to make up for the engine note.

However, the good news is the new mill is 24kg lighter and is connected to a new eight-speed automatic that trims 0.3 seconds from the 0-100km/h dash compare to the old car.

Sadly, like the engine, the new gearbox isn’t a smooth operator and has a tendency to clunk from 2^nd to 3^rd gear. It isn’t as quick or precise as a dual-clutch transmission or a decent torque convertor automatic from the Germans or Japanese either, although doing it yourself via the steering wheel paddles masks its languid response somewhat.

The new engine loves a rev which suits its sporty character, and thanks to the twin chargers, the V60 Polestar is pretty much lag free with a sweetly linear power delivery. Together with a BorgWarner all-wheel drive system (same as before) and sharp throttle response, the V60 Polestar is quick off its feet.

Unlike Volvo’s latest models which sit on the company’s new SPA architecture, the V60 Polestar is a remnant from Volvo’s past and rides on an old platform that traces its roots back to previous-generation Ford Mondeo. It is decidedly heavier than its newer rivals and as a result, feels less agile when thrown into sharp corners.

While most of its competitors come with sophisticated electronically adjustable adaptive dampers, the Volvo is equipped with a set of manually adjustable Öhlins shocks offering 20 settings.

Our test car was set at the mid-way point of 10 clicks out of 20, promising the best balance between comfort and handling, but in reality, falls short.

It feels sure-footed, grippy and competent around the bends (undoubted aided by the 245/35 ZR20 Michelin Pilot Super Sport rubber), but lacks the handling crispness of some of its rivals. It doesn’t turn in as sharply and there’s a hint of understeer if you carry too much speed on approach.

The biggest criticism however, comes from the V60’s bone jarring ride that makes the much-criticised C63 AMG feel like a softly suspended GT car. It would be forgivable if it handles like the C63, but sadly it doesn’t. Any road imperfections find their way into the cabin way to easily, making for an uncomfortable ride on all but the smoothest tarmac.

While the V60’s big Brembo six-piston calipers washes off speed effectively, it could do with a little more brake pedal feel, as the pedal feels soft on initial application before clamming down hard, making it difficult to modulate smoothly.

Its steering is well-weighted and linear but is slow and a little aloof; the latter conspire to give the V60 a slightly ponderous feel when driven hard. Unexpectedly, there’s also a minor amount of torque steer under hard straight-line acceleration, too.

Volvo claims the V60 Polestar will return a combined 8.1L/100km. Our weeklong test saw 12L/100km that included a mix of city, freeway and country driving.

The V60’s aging architecture is most obvious inside the car. Contrary to Volvo’s latest products with brilliantly executed interiors that come with tablet-style infotainment systems; the V60’s dashboard is a button fest. Entering a sat-nav address is a tedious process of knob twirling and pushing to move the cursor across the vast keyboard. Thankfully, Volvo’s voice control works most of the time to take the pain away somewhat.

What we like though is the beautifully comfortable and supportive sport seats, crisp digital instruments, good driving position, clever storage behind the carbon fibre centre console, magnificent Harman Kardon sound system.

The rear seats are also comfortable, although taller passengers might struggle for headroom.

Being a wagon, the V60 Polestar comes with 430 litres of boot space, which isn’t big but is more than a typical hatchback.

Finally, it isn’t a Volvo if it’s not brimming with safety kits, highlights of which include adaptive cruise control, forward collision warning with full auto-braking, pedestrian and cyclist detection and warning system, reverse camera, lane departure warning and blind-spot monitoring.

These are on top of the generous standard kit such as Bluetooth, leather upholstery, heated door mirrors, puddle lights and bi-xenon headlights with cornering function and auto high-beam.

Verdict

Design and Comfort: 6.5/10

Performance and Handling: 6.5/10

Quality: 7.5/10

Economy: 7.0/10

Equipment and Features: 8.5/10

While there are plenty to like about the V60 Polestar such as its sporty good looks, practicality and safety, sadly as a performance car, the game has moved on and a heart transplant alone isn’t enough to keep up with more competent rivals.

However, Volvo’s brilliant new SPA architecture should serve as a good base for the next-generation model, which is also likely to be electrified.

Pros:

• Good looking
• Fast
• Practical

Cons:

• Coarse engine
• Clunky transmission
• Harsh ride
• Lacks handling crispness of rivals

2017 Volvo V60 Polestar pricing and specification

Competitors: Audi S4, Mercedes-Benz E43 AMG, Jaguar XF S

The post 2017 Volvo V60 Polestar Review – should you buy? appeared first on ForceGT.com.