Tesla fighters: Volvo’s Polestar joins EV race
Here they come.
Spurred on by the success of American electric-car company Tesla, luxury European carmakers are bringing to market a wave of new battery-powered vehicles beginning this year.
Where other start-up companies like Lucid and Faraday Future have struggled to raise the capital to manufacture their sleek electric-vehicle dreams, established automakers like Jaguar, BMW, Porsche, Jaguar and Audi are pouring billions into new EVs. They will rival Tesla in performance, surpass it in initial build quality, and — perhaps most importantly — try to tempt buyers at a time when global governments are forcing the auto industry to go electric.
One of the boldest new entries is Polestar, an EV brand from Volvo.
Like Tesla wannabes Lucid and Faraday Future, Polestar has wowed the public with a jaw-dropping high-performance prototype. Unlike Lucid and Faraday, Polestar comes with the full backing of Volvo, an established Swedish maker with deep Chinese pockets behind it.
“Tesla is the leader in premium electric, but many other people are catching up to that party and there is going to be a lot of choice within it,” Polestar Communications chief J.B. Canton said in an interview. “We’re confident that what Polestar has in store is going to be right up there with the best of them.”
Next month in Geneva, Polestar, which is owned by Chinese automaker Geely, will introduce the production-ready version of the Polestar 1. It will hit dealerships in 2019 to compete against the Tesla Model S and X; Jaguar I-PACE (due this summer); Audi eTron (expected later this year); and Porsche Mission E, Mercedes EQC and Buick EV (all due in 2019). By 2022, major manufacturers — including luxury and mainstream brands — are expected to flood the market with 100 new EVs with ranges in excess of 200 miles.
“Regulatory pressure is driving everything to electric vehicles,” says Canton. “Legislation is going that way — just look at China — and forcing R&D spending towards electrification that needed to happen anyway. Volvo feels a sense of corporate responsibility, and has made an emotional and moral commitment to push Polestar in that direction.”
Canton says Polestar gives Volvo the chance to expand beyond the tailored safety-conscious sedans and SUVs that have defined it for decades. Toyota created Lexus. Hyundai invented Genesis. Volvo’s Polestar brand will forge a new premium path of performance-oriented EVs.
What’s different, of course, is that Volvo is already a premium brand where Toyota, Hyundai and others invented premium brands to complement mainstream models. But Volvo believes the electric revolution is ripe for a new kind of luxury.
“So many other companies have launched ... higher-margin products to appeal to more folks than their core-vehicle business,” says Canton. “With the world going to electric cars, it made sense for us to do it now. There is no premium nameplate already above the Volvo brand. So to go performance-electric and use the Polestar brand name ... the timing was just right.”
Polestar’s first production car, the Polestar 1, will be a green beast.
It will come wrapped in an all-carbon-fiber coupe shell with all-wheel drive channeling 600 horsepower with a stump-pulling, 740 foot-pounds of torque — more than Corvette’s V-8 powered supercar.
All that grunt will come from a combined gas-electric plug-in powertrain, the only Polestar offered as a hybrid. After that, all models will be electric-only. After Polestar 1, a Polestar 2 and 3 will follow over two years, with the 2 offered as an entry-level, $45,000 EV.
Why a hybrid halo? “Outright performance, you can do more with both,” Canton said of a no-holds-barred exotic starting at $150,000.
Performance is key to the Polestar brand just as it defined Tesla — not as a slow granola-mobile, but as a zero-60 dragster that could smoke any muscle car out of a Woodward stoplight. The start-up brand gets its name from a familiar Volvo teammate, Polestar Racing. Long successful on the track (Polestar Volvos won Europe’s prestigious World Touring Car Championship in 2017), Polestar was brought in-house by Volvo in 2015 as a Volvo performance badge much like the Shelby moniker for Ford.
The Polestar 1 design shares Volvo family traits: “Thor’s hammer” LED headlights, C-clamp rear taillights, Scandinavian interior. And like the Toyota-Lexus creation, Polestars will share the same two platforms as Volvo cars and SUVs. The brand will explore new technologies like a continuously-controlled electronic suspension and twin-rear, torque-vectoring electric motors.
Like Tesla, Polestar will also pioneer new sales strategies. It’s looking at a subscription-ownership experience modeled on smartphones with customers turning in their Polestar for an upgraded model after two or three years.
“Ideally, all Polestars will be owned by subscription,” says Canton of a service called “Care by Volvo.”
Polestar will create a new network of dealer-owned franchises, unlike Tesla which has tried to sell its EVs directly to consumers. But like Tesla, Polestar will not service cars from dealerships as it plans storefronts in more trafficked environments like city centers.
Canton credits Tesla for spreading the EV gospel, but he expects the market to grow slowly. While Tesla’s Model 3 has roared out of the gates with more than 450,000 pre-orders, Volvo anticipates 1,000 sales a year for the exotic Polestar 1, with the cheaper Polestar 2 selling in the “tens-of-thousands globally.”
Echoing Chevrolet when it introduced its 200-mile-range Bolt EV opposite Tesla’s 200-mile r-nge Model 3, Volvo sees Polestar’s competitive advantage in manufacturing.
In a subtle shot at the Silicon Valley maker, Canton says, “Polestar is not redesigning the wheel. Volvo has these amazing platforms, they know how to build factories, they know how to build perfectly good cars with excellent quality control so we go to market with 100 years of developing cars behind us.”
Big and small, all EV brands will face the same challenge: how to capture more buyers. Sales of electrics and hybrids have stalled at less than 3 percent of the U.S. market.
Henry Payne is auto critic for The Detroit News. Find him at email@example.com or Twitter @HenryEPayne.