A true super coupe, the Polestar 1's plug-in hybrid system churns out 619 horsepower and 738 pound-feet of pavement-torturing torque when all three power delivery systems are operating in sync.
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There's a 326-hp supercharged and turbocharged 2.0-liter, four-cylinder gas engine integrated with a 68-hp electric starter-generator motor and eight-speed automatic transmission to power the front wheels. A pair of independently torque-vectoring electric traction motors are mounted on the rear axle. They bring 232 hp and 354 lb-ft of torque to the game.
There are four selectable driving modes, each with its own steering, accelerator, and brake pedal response characteristics.
"Sport" is for speed and performance and engages the gas engine with assistance from the electric motors. "Hybrid" is for everyday driving that maximizes all-electric range and fuel efficiency. The "Pure" or all-electric mode locks out the gas engine as long as there is battery power and is best for conserving gas on shorter trips or to run silently or eliminate tailpipe emissions. "AWD'' mode links the rear electric motors with the engine up front for electronically controlled, full-time all-wheel drive. In modes other than "AWD," the Polestar 1's power management computer decides when all-wheel drive is needed.
Each mode also sets specific characteristics for engine and electric motors, transmission, brake, steering, and climate control performance. Steering response for each mode can be further customized via the "settings" control on the infotainment screen.
Polestar modestly estimates the Polestar 1's 0-60 mph time when in "Sport" mode at 4.1 seconds, but independent testers have reported elapsed times for the same sprint as low as 3.8 seconds. That blistering pace beats the Karma GS-6, but is slower than other GT coupes and electric sedans in the competitive class, where the Porsche Taycan Turbo wins the gold with a time under 3 seconds.
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The Polestar 1 has a fairly stiff suspension that can be manually adjusted with a lot of effort but really doesn't need to be. Although you can feel the road, the ride is fairly comfortable except over really rutted and pot-holed surfaces. A bit of road noise comes up through the floor but it can easily be overcome by conversation or the concert hall-quality audio system.
Polestar's engineers did a tremendous job with the steering and suspension setup. The plug-in hybrid, its weight distributed with a slight rear bias, exhibits no body roll or jouncing and stays glued to the road even on the tightest corners.
Braking is nicely linear with none of the mushiness or sudden dead-spot feel that plagues some hybrids. The powerful Akebono disc brakes give the Polestar 1 more stopping power than almost anything in its class.
Forward and side visibility is great and while the rear view is a bit constricted by the C-pillars and sharply sloping roofline, it's fairly easy to adjust to. Visibility is helped by the 360-degree camera system's parking views and parking sensors.
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