The power ratings of the three different Polestars wound up mattering less than how their varying drivetrains managed steering and throttle inputs, sensor measurements, and the resulting power delivery.
The 3 seems to struggle most, with perhaps too many variables for the computer to confidently handle at pace—front and rear motors, rear torque biasing, more weight, and a higher center of gravity. Rydholm explained from the passenger seat that the accelerometers in the center of the cars come into play all the more in low-traction scenarios, when the g-force calculations need to blend regen up to 0.3 g, for example, or allow for more output with the steering wheel held straight.
Going sideways
I learned quickly that starting drifts with momentum, rather than mashing the go pedal, worked far more effectively. The 2 in particular benefited from this method, since it weighs about 1,000 pounds (454 kg) less than a 3 or 4.
Throughout the day, an experimental duo of vehicle-to-load Polestar 2 prototypes also powered the grouping of huts and tipis, saunas, lights, heaters, and even a kitchen on the ice. We also experienced a few ride-along laps in a trio of Arctic Circle editions. Finished in eye-catching livery plus racing seats, upgraded suspension, roof racks, and most importantly, tires with 4-millimeter studs, the Arctic Circles upped Polestar’s Scandinavian rally racing heritage by a serious measure.
As much as I hope for road-going versions of the Arctic Circle to hit the market, even the stock Polestars provided more evidence that EVs can work—and be fun, engaging, and borderline rambunctious to drive—all in some of the harshest conditions on the planet Earth.
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