Audi Q8 e-tron – Pulpaddict

Polestar 3 review

We get behind the wheel of Polestar’s impressive new kid on the block…

New Polestar models are a little like waiting for a bus. You wait for ages, then two come along at once.

Full marks to the rightly popular Polestar 2 for flying the flag since its launch in 2020, but the bigger, more upmarket Polestar 3 and 4 will provide a welcome boost to the luxury EV performance maker.

Despite its lower number, the subject of this review is the more expensive car (newer models get high numbers in Polestar land).

Built on the same platform that underpins the new EX90 of sister brand Volvo, the sleek Polestar 3 looks like no other SUV on the road, with its low roofline, sloping bonnet and smooth surfaces.

Inside, it’s what we’ve come to expect from cutting-edge premium EVs, but thankfully, it’s not as minimalist as some, and at least there’s a driver’s digital display with essential info to complement the massive 14.5-inch portrait-orientated touchscreen running Google’s superb Android Automotive operating system.

And even though there are short-cuts on the homescreen, having to adjust the steering wheel height/reach and door mirrors via the screen and steering wheel pads is a faff. And like a Tesla, opening the glovebox involves a prod of the touchscreen too.

Oh, and a special mention for the epic Bowers & Wilkins audio system fitted to our car.

And thanks to its not insignificant 2985mm wheelbase and 4900mm overall length, it spacious inside. Surprisingly, there’s ample headroom in the rear too, though the high floor does mean passengers sit in a knees-up position and there’s little room to put your feet under the front seat if the driver lowers their seat.

Priced from £69,900, three versions of Polestar 3 will be on offer – an entry-level single motor (coming soon) and an all-wheel drive dual motor (£75,900), plus the latter with a Performance Pack (£81,500).

All get a 111kWh (107kWh usable) battery as standard, giving the base-spec model 390 miles of range on a single charge, while even the range-topper gets an impressive 348 miles.

At launch, only the dual motors will be available, delivering 483bhp or 510bhp (Performance Pack), which translates into brisk 0-62mph times of 4.8 and 4.5 seconds. We tested the former, which offered more than enough grunt.

On the road, Polestar 3 initially feels big, but such is the driver-focused set-up and low centre of gravity, it’s surprisingly agile for a substantial car that weighs around 2.5 tonnes.

Of course, there are no issues with traction and its more than fast enough. If anything, the ride is on the firm side (the optional 22-inch wheels probably didn’t help matters), but for the most part it’s smooth and comfortable.

There are Range and Performance drive modes, plus adjustments can be made to the adaptive suspension and steering feel (all via the touchscreen).

It’s at its best cruising, but if you do decide to push on in Performance mode, Polestar 3 is well up to the challenge, feeling planted with minimal body lean in more challenging corners with lots of technology, such as torque vectoring, working its magic.

Responsive brakes (not a given with EVs, even in this price range) and sharp steering complete the picture, helping to inspire confidence.

Frankly, it’s hard to pick holes in Polestar 3. Perhaps the only disappointment is the boot space, which is wide but shallow, resulting in a modest capacity of 394 litres (1,411 litres with all the seats down). On the plus side, there’s also a 32-litre ‘frunk’ under the bonnet – ideal for storing charging cables.

Talking of which, there’s a 400-volt architecture (though some cheaper rivals have 800-volt systems), which will give a 10-80% recharge in as little as 30 minutes via a 250kW connection.

There are three brake regen settings, but sadly no steering wheel paddles. Instead, selection is via the touchscreen.

We’d need a longer time behind the wheel to give a real-world estimate of the car’s efficiency, but driven sensibly, around 3 miles per kWh should be possible, which is par for the course.

Polestar 3 is produced in the US and China, and its rivals include everything from the BMW iX to the Audi Q8 e-tron, Tesla Model Y, Jaguar I-Pace and Mercedes EQE SUV.

Verdict: Good looking, spacious, packed with tech, engaging to drive and oozing quality, the distinctive Polestar 3 SUV has been well worth the wait.

Polestar UK

Mercedes-Benz EQC review

We get behind the wheel of the Mercedes-Benz EQC – the EV version of the mighty GLC…

The EQC was the first all-electric model from Mercedes-Benz when it was launched in 2019, and its upmarket rivals include the BMW iX3, Audi Q8 e-tron, Jaguar I-Pace, Tesla Model X and Genesis GV70.

Handsome and well-proportioned, it has aged well and has serious road presence. Inside, it’s a classy blend of technology, comfort, space and excellent build quality.

The EQC’s 80kWh battery pack sits in the floor, while two electric motors are positioned on each axle, enabling four-wheel-drive.

Producing a substantial 402bhp and 560lb ft (760Nm) of torque, it can sprint from 0-62mph in just 5.1 seconds, and on to a top speed of 112mph.

Claimed range is up to 254 miles, which is average these days, and closer to 200 miles in real-world driving.

The EQC has a maximum 110kW charging capability, meaning a boost from 10-80% can take 40 minutes. Naturally, it will also charge overnight using a 7kW wallbox.

To put that into context – cheaper, newer rivals such as the Kia EV6 and Genesis GV60 have a charge rate of up to 350kW – that’s 10-80% in just 18 minutes.

Naturally, there’s the commanding view of the road you’d expect from a big SUV, while the latest MBUX infotainment and driver information system (which stretches across most of the dashboard) is a particular interior highlight.

The MBUX’s party piece is the ‘Hey Mercedes’ voice-control feature which, for the most part, understands commands said in plain English.

And thankfully, there are still plenty of switches and buttons spread around so not all functionality is controlled via the touchscreen.

There’s a decent amount of space in the cabin too, though taller rear passengers might struggle for headroom, thanks to that elegant roofline. It should also be noted that this is a five-seater – you’ll have to go for an EQB if you want three rows.

Boot capacity is a useful 500 litres, expanding to 1,460 litres with the 40/20/40-split back seats folded.

On the road, Mercedes-Benz has done a fine job of masking the EQC’s 2.5-tonne weight and it’s only when you push on in faster, twisty roads that you realise that discretion is the better part of valour.

In its element on motorways and fast A-roads, where it’s an effortless, refined and relaxed cruiser, there’s also plenty of punch in reserve should you need it.

The steering is light and precise, especially around town, plus there’s ample grip from those huge wheels (20 or 21 inches, depending on the trim level).

The ride is excellent, and for the most part it glides over poorer road surfaces, only coming unstuck over sleeping policeman and steep driveways, for instance, where the low front air dam rubber flaps scrape unless you’re extra cautious.

So, the EQC is an impressive EV, but it comes at a price. The entry-level AMG Line starts at £74,330, the AMG Line Premium is £78,975, while the range-topping AMG Line is priced from £81,225. To give it its full title, our test car was an EQC 400 4MATIC AMG Line.

And as you’d expect from a car in this price range, the EQC is one of the safest vehicles on the road, achieving a maximum five-star Euro NCAP rating. A full suite of safety and driver assistance systems are available, with parking sensors, a reversing camera, blind-spot alert, autonomous emergency braking, lane-departure warning and LED headlights as standard.

Verdict: The Mercedes-Benz EQC should definitely be on your shortlist if you’re looking for a premium zero emissions SUV. It may not have class-leading dynamics or range, but it’s fast, safe, spacious, comfortable, loaded with tech and oozes class.

Q8 e-tron & SQ8 e-tron: Audi’s Got a New Top of the Line Electric SUV

e-tron line about four years ago and has since sold about 150,000 units. The automaker currently has eight electric models and by 2026 they expect that number to be over 20. By 2030 Audi is expected to be a fully electric brand. The new Audi Q8 e-tron is another significant step towards that new reality. “The new Audi Q8 e-tron, with its improved efficiency and range and refined design, is another important component in our electric portfolio to get people excited about electromobility with emotional models that are suitable for everyday use.” Said Markus Duesmann, Chairman of the Board of Management of Audi AG.

With the Q8 e-tron Audi is going with a new face, new name and new corporate identity. The Audi Q8 e-tron and SQ8 e-tron will be the top rung electric SUV models for the brand. The new models will instantly be recognizable as not just an Audi product. But as an all-electric Audi product. These models will be the first to usher in a new two-dimensional design of the four rings on the exterior. The new model will also feature Audi lettering on the B-pillar. But this newest e-tron is about much more than badges and lettering.

More Range

Audi EV Click HERE to join the AudiWorld forums!