Driving the front wheels through an eight-speed automatic gearbox is a turbocharged and supercharged 2.0-litre four-cylinder petrol engine, while at the rear is a pair of active torque vectoring electric motors, one for each wheel, and another motor between the engine and gearbox that acts as powerful starter/generator. Powering these are two large batteries, one in the transmission tunnel and another over the rear axle. So you can see why it’s a bit lardy. Still, there should be enough power to overcome this, because with all the various motive forces working together there’s a not inconsiderable 601bhp and a thumping 738lb ft of torque.
Inside, the Polestar borrows heavily from Volvo, with the dashboard essentially carried over wholesale. However, special leathers and bespoke trims help lift the ambience, easily allowing the car to hit it’s luxury GT brief. However, while it’s billed as a 2+2, the rear seats really are cramped - as is the boot, which is largely full of battery.
In Pure mode the Polestar uses the combined 229bhp from its twin rear motors to travel in near silence for about 80 miles on a charge and at speeds of up to 100mph. Acceleration is instant and up to about 60mph it feels T5 quick, which is more than fast enough for the daily cut and thrust. Better still, such is the range that, for many day-to-day journeys, you could use the 1 as an EV and rarely bother its internal combustion engine. To do so, however, would be missing a trick.
Engage ‘Power’ and the performance gets serious. It’s perhaps not quite as rapid as you’d expect a 600bhp car to be (that’s the effect of nearly two and a half tons for you), but the combination of immediate electric torque and the power of that twin-charged engine mean, in a straight line, the Polestar easily has the measure of, say, a Mercedes-AMG A45. With internal combustion and electrictrification doing a double act there’s terrific traction, too, with only the odd squirm of torque steer reminding you that the front and rear axles have no physical connection.
It sounds good too, the mix of supercharger and turbo chatter, gravelly induction (the intake plenum is carbon fiber) and the whine from the electric motors creating a unique aural backdrop that’s not necessarily better than a standard car, just appealingly different.
However, the Polestar’s real party trick is the way it deals with the corners. The trick torque vectoring motors do their bit here, rotating the car into and out of the bends, but so does the suspension. There are double wishbones at the front and a multi-link axle at the rear, but in place of a Volvo’s adaptive dampers are eye-wateringly expensive Ohlins dual flow manually adjustable dampers, which, as an engineering choice, is both strange (who wants to get grubby adding a few clicks of bump and rebound to their luxurious sports GT?) and brilliant (because they work so well).
There’s not much feel through the steering, but it’s meatily weighted and has a cracking rate of response, which, in tandem with those torque vectoring motors, helps the Polestar scythe towards the apex with real agility, and you can sense that the outside rear wheel is subtly overspeed on the exit. It doesn’t generate oversteer as such, it simply helps kill any understeer to deliver a deliciously neutral stance. Rapid direction changes reveal a deft dexterity, while those special dampers deliver cast iron control. The brakes are up to the challenge too, the low speed snatchiness giving way to both prodigious power and a progressive pedal that has you second guessing where regenerative retardation ends and friction braking begins.