Posted on 10/12/2022 1:17:07 PM PDT by Red Badger
Polestar’s first SUV rivals BWM and Tesla with a 111.0-kilowatt-hour battery pack that can fast charge at 250 kilowatts.
2023 Polestar 3
The Polestar 1 was a niche but exciting product that helped to reframe Polestar as a new EV company, rather than Volvo's performance sub-brand. The all-electric Polestar 2 brought the automaker to the masses with an affordable luxury compact built to take on Tesla. And now, Polestar hopes to change the game with its first fully electric SUV.
The Polestar 3 is handsome and borrows heavily from the 1 and 2. Familial facial features like the five-sided grille and "Thor's Hammer" headlights carry over while the full-width light bar in the rear virtually mimics the Polestar 2's back end. But there are hints of the lovely Precept concept in this design, too, particularly in the upgraded spit lighting fixtures and the svelte coupe-like roof design, even the staggered 21- and 22-inch wheels look similar.
Polestar calls the 3 an "aerodynamic performance electric SUV" and it boasts a corresponding drag coefficient of 0.29. It's not the slipperiest in the segment, admittedly – the Mercedes-Benz EQS SUV (0.20), Tesla Model X (0.24), and BMW iX (0.25) all cut through the air with more ease – but it's certainly a strong option in the race for efficiency.
Speaking of efficiency: underneath the Polestar 3's stylish, slippery body is a 400-volt EV architecture that houses a 111.0-kilowatt-hour (107.0-kWh usable capacity) battery pack and two electric motors. That gives the Polestar 3 an EPA-estimated range of 300 miles in the US with 250-kilowatt DC fast charging capabilities that will recharge the battery from 10 to 80 percent in just 30 minutes. That's the fastest in the class. A mechanical heat pump comes standard, which will maximize range and help precondition the battery, while the Polestar 3 also features bi-directional charging.
That dual motor setup gives the Polestar 3 a healthy 489 horsepower and 620 pound-feet of torque with the ability to hit 60 miles per hour in 4.9 seconds. Adding the $6,000 Performance package bumps those figures to 517 hp and 671 lb-ft, and helps drop the 60 time to 4.5 seconds, while the Performance pack also adds new 22-inch wheels, standard Pirelli P-Zero tires (265 front and 295 rear), gold valve caps and seat belts, and a range optimization drive mode. But the Performance pack also drops the estimated range to 270 miles.
Here’s how the Polestar 3 stacks up compared to other electric SUVs:
Battery Capacity Power Range Max Charging
Audi E-Tron 95.0-kWh 355 HP / 414 LB-FT 222 Miles 150 Kilowatts
BMW iX xDrive50 111.5-kWh 516 HP / 564 LB-FT 324 Miles 195 Kilowatts
Cadillac Lyriq 102.0-kWh 340 HP / 325 LB-FT 312 Miles 190 Kilowatts
Mercedes EQS SUV 108.4-kWh 536 HP / 633 LB-FT 285 Miles 200 Kilowatts
Polestar 3 111.0-kWh 517 HP / 671 LB-FT 300 Miles 250 Kilowatts
Rivian R1S 135.0-kWh 835 HP / 908 LB-FT 316 Miles 220 Kilowatts
Tesla Model X 100.0-kWh 670 HP / 712 LB-FT 351 Miles 200 Kilowatts
A 14.5-inch touchscreen graces the center console with the latest version of Polestar’s Android Automotive operating system. The setup features built-in Google Maps, Google’s voice assistant, over-the-air updates, and now, wireless Apple CarPlay functionality for all the iPhone users out there.
Both the Plus pack and the Pilot pack come standard on the dual motor long-range model at launch, with the former adding a 25-speaker Bowers & Wilkins system, soft-close doors, a heated steering wheel and rear seats, and fancier 22-inch wheels. The Pilot pack gives you access to Polestar’s latest and greatest active safety equipment, which includes Pilot Assist (Polestar’s advanced adaptive cruise control with stop-and-go up to 80 miles per hour), parking assist, and a head-up display.
The Polestar 3 will launch in the long-range, dual-motor trim exclusively. But rumor has it that more – hopefully, more affordable – models will be available down the line. For now, the Polestar 3 starts at $85,300 with the $1,400 destination fee included. The $6,000 Performance pack brings the total cost to $91,300.
Polestar is currently taking pre-orders for the 3, but the first customer examples won’t roll off the production floor until later in 2023.
At only 100,000 it can be yours...
Another way to look at EVs is that their motors are 85% efficient (fanboy numbers) but they get their electricity from batteries which return 95% of the power put into them(unless under heavy load and then it drops a lot). the batteries get their power from the specialized charger (90%efficient) which in turn gets its power from the distribution network (94% efficient) which in turn gets its power from the transmission network (92% efficient) which in turn gets 65% of it’s power from fossil fuel plants (33% efficient) SO if we put this all together the bottom line is .85 x .95 x .9 x .94 x .92 x .33 = 20.7% so EVs are a third less efficient at converting fossil fuel to useful work than ICE powered cars. BUT since only 64 % of the grid is fossil powered correcting for this gives 32%.
According to an EV promoting EV fanboy site ICE engines are up to 40% efficient THEREFORE IT MAKES NO SENSE TO HAVE EV’S BECAUSE THEY BURN MORE FOSSIL FUEL THAN ICE VEHICLES if you are going by saving fossil fuel and avoiding the perfectly harmless CO2 because batteries don’t MAKE power they just store it from another source.
And…. That doesn’t even look at the other downsides of EVs. Like Cost, charging time, battery life, range, availability of charging stations, electric generation capacity, etc.
MSRP $75,000.
Sorry for the typo typing in the dark. MSRP $85,000 not $75,000. Buy one for each of your High School kids, no problemo.
Add in the cost of more tires.
EVs are way heavier than normal automobiles, so tire wear is cut by a third.......................
If my family member’s mistake on tire inflation is any judge, the number of Tesla users with proper inflation is 10%. I do agree that the EVs eat tires but it gets even worse as some of the tires need 45 psi and it is rare to find them at that pressure on a vehicle used by a Greenie.
And just going by my car the engine and transaxle together weigh about 657 lb and the fuel (18 gal tank on average 3/4 full times 6 lb/gallon) adds another 81 lb so my drive train 738 lbs according to the EV fanboys the typical EV motor weights about 90 lb, and a 100kwh battery weighs 1377 lb Rounding EV drive train = about 1470 lb -738 = 732lb extra dead weight that an EV has to drag around and btw my car's hp rating is 650 and it weighs 3540 lb approximately ( less if I clean it) gets about 25mpg hiway (if I'm careful) and about 16 mpg around town
Doesn’t fast charging lead to shorter battery life?
Not necessarily.
Depends on battery cathode and anode design, electrolyte used, etc..............
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