2020 Polestar 1 Review

For decades we've been told that the future would usher in a new era of automobiles that rely on a few basic principles: They're electric, they at least partly drive themselves and they're unbelievably chic. Now, in the footsteps of the Audi RSQ from I, Robot and the Lexus 2054 from Minority Report, comes the 2020 Polestar 1. At times, this halo coupe feels like the future. But if it truly represents the future, then it tells us that while the future is beautiful and innovative and exciting, it is also inherently compromised.

The Polestar 1 is a two-door plug-in hybrid coupe. It can run on electric batteries hidden between the front seats and in the trunk, or it can run on a supercharged and turbocharged four-cylinder engine under the hood. Or it can run on both. All told, the system cranks out enough power — 619 horsepower and 738 lb-ft of torque — to make a Porsche 911 Turbo envious. And it's priced accordingly.

You can order the Polestar 1 now. The starting price is $156,500, including destination fees. Each model comes standard with a huge range of premium features, from luxury to safety, and there are no additional packages to tack on. The only option is matte paint, which runs $5,000.

Part of the reason for the high price is simply its exclusivity. Polestar will make only 1,500 examples over three years. Each vehicle is built and hand-assembled at the company's production facility in Chengdu, China.

The 1 is Polestar's first production vehicle built from the ground up. For years, the brand served as a high-performance consultant of sorts, pumping up Volvos such as the S60 and the V90 in the same vein as AMG for Mercedes-Benz or M for BMW. Now an independent manufacturer, Polestar is under joint ownership by Volvo and its parent company, the Chinese automaker Zhejiang Geely Holding Group, or Geely. Polestar will focus on luxurious, high-performance vehicles with advanced electric powertrains.

CEO Thomas Ingenlath called the brand "a child of Volvo," with a focus on cool aesthetics and no-compromise attitude. The Polestar 1 kicks things off, with the Polestar 2 electric sedan and Polestar 3 electric crossover to follow.

Yes. One of the four selectable driving modes in the Polestar 1 is called Pure. And it runs the vehicle solely from the onboard batteries, allowing the Polestar 1 to stay in electric mode for everyday driving and highway cruising. Step on the throttle and there is quite a bit of lag — Pure mode is for getting by on electric juice, not exhilarating Tesla-style blasts down an open road. But the important part is that you can conceivably drive the Polestar 1 exclusively under electric power, plugging in at night and sticking within the confines of its range during the day.

Speaking of range, the Polestar 1 should provide the most EV range of plug-in hybrid on the market today. Exactly how much range, however, is still up in the air. Polestar has certified a total electric range of about 70 miles under European testing, but U.S. testing is still ongoing. Combined with the four-cylinder engine, Polestar claims a combined range of 540 miles.

The Polestar 1 has a total battery capacity of 34 kWh. It uses a standard Combined Charging System, which enables it to utilize Type 1 and Type 2 connectors. Under AC power there is up to 11 kW of onboard charging available. Polestar says it requires about nine hours to fully charge the battery from empty on a standard 110-volt home outlet, or roughly four hours with a 220-240-volt wall unit. There is also DC fast charging, which increases capability to 50 kW and will charge the Polestar 1 up to 80% capacity in under an hour.

The plug is located on the driver's side rear haunch, with the fuel cap on the passenger side. The Polestar 1 requires premium gasoline and has a 15.9-gallon tank.

There are two large battery packs in the Polestar 1, but they may not be where you think. While many hybrids and electric cars mount their batteries flat on the bottom of the floor, to evenly disperse the weight and lower the center of gravity, Polestar decided on something different. One suitcase-size pack stands within the tunnel between the front seats, where the transmission would normally go.

The other pack is mounted horizontally behind the rear seats, on top of the rear axle and protruding into the trunk. In fact, if you open the trunk, you can see it. The bright orange cables and all are visible thanks to a glass viewing case that puts part of the unit on display. At night, ambient lighting casts the pack in a soothing glow to make you feel better about the trunk not being able to hold much gear.

On top of all that technology is a full carbon-fiber body, which includes the doors and hood, even down to the inner side panels. There are two main reasons Polestar decided to use carbon fiber for everything. First, it increases stiffness. Polestar says putting a carbon-fiber body on top of a steel unibody frame improves rigidity under aggressive handling, as well as structural integrity in the event of a crash. Polestar even uses carbon fiber under the car to strengthen the platform, which is essentially a chopped and shortened version of the Volvo S90 sedan. Polestar created a carbon-fiber brace nicknamed "The Dragonfly" that covers the seam and holds both pieces of the platform in place.

The second reason is it reduces weight. Carbon fiber is incredibly light, and since it's also stronger than steel, you can use less of it. The Polestar 1 has impressive outward visibility, in part because engineers could use thin pillars and body panels. All that weight savings serves to offset the massive heft of the battery packs. Although, there's only so much it can do. The Polestar 1 still checks in at a curb weight of 5,170 pounds, which is about 200 pounds more than the W12-powered 2019 Bentley Continental GT.

There are two main groups for the Polestar 1 to tackle. The first group includes hybrid and electric vehicles. The Lexus LC 500h is more comfortable and soothing, while the Acura NSX is a track-tuned hybrid, though neither has plug-in capability. The BMW i8 relies on radical styling and only has 18 miles of EV range. Fully electric models include the Tesla Model S (particularly in the top P100D trim) and the new Porsche Taycan.

The second class of contenders is traditional luxury and exotic coupes. This category is full of two-door icons such as the Aston Martin DB11, the Bentley Continental GT, the BMW M8 and the Porsche 911. Polestar hopes that you'll be attracted to the 1's newness, especially if you find these cars to be known commodities.

The driving experience in the Polestar 1 varies wildly depending on the conditions. In Hybrid mode, it's versatile and efficient; in Pure mode, it's clean but sluggish. On the ratty California highways that we did our initial drive on, the noise from bumps and high winds was intrusive due to the nearly silent powertrain. On smoother mountain curves, the car stayed firmly planted and swiftly pulled out of corners. The steering feels accurate and easy to operate, and torque vectoring from the dual electric motors sends variable power to the rear wheels to aid cornering.

Choose between the standard D setting that allows easy coasting or the more aggressive B that stiffens the regenerative brakes and enables one-pedal driving (though it struggles to bring the car to a full stop). There are lots of settings and decisions to consider inside the Polestar 1 based on your route, road conditions, preferred mode and driving style.

For the most exhilaration, put the Polestar 1 in the Power mode and use the wheel-mounted paddle shifters. Left in automatic mode, the Aisin eight-speed transmission errs on the side of efficiency. But in the driver's control, the Polestar 1 can unleash its considerable power and carve canyons as well as lighter sports cars.

We set out to tackle the freeways and twisting mountain roads around San Francisco with a full battery charge. Most of the drive was spent in Hybrid mode, with some jaunts in electric Pure as well as Power. After 88 total miles, much of it uphill, our test vehicle had used all its juice and reverted to gasoline. It recharged slightly on the downhill cruise toward the coastline, leaning into electric power when possible. After 115 miles of driving, our test car's digital display read an average fuel economy of 45.1 mpg. If there's one thing the Polestar 1 teaches us, it's that electrified vehicles need not be one-dimensional.

The Volvo association is most clearly felt inside the cabin, where soothing hues and a familiar infotainment screen shared with its sedans and SUVs are the first things you'll notice. The upcoming Polestar 2 will debut a new Android-based interface, but the Polestar 1 gets the old system. The screen is responsive to touch and navigation is presented nicely, but it takes time to adjust to the menu interface, which can prove frustrating when you're in need of a specific function. It would also be nice to have a unique system in such an expensive vehicle.

A closer look around reveals small touches that set the Polestar 1 apart from its more pedestrian cousins. Every material is genuine metal, leather or soft rubber, and the switches are satisfying to click and twist. The shifter knob is lovely Orrefors crystal.

An expansive glass roof allows jaw-dropping overhead views. There is no retracting shade or cover, but the glass has a protective film that Polestar says removes up to 95% of heat and UV radiation. The seat belts are a beautiful gold color that can also be found on the brake calipers, stem caps and adjustable suspension knobs under the hood.

The seats themselves are a triumph. Volvo seats are known for top comfort and support. Polestar used Volvo seat frames for the Polestar 1 but added beautiful seams and stitching. There is full power adjustability and a cushioned pad that manually extends for thigh support.