A Striking Resemblance to the Mercedes-AMG Relationship

Purely by coincidence, I had visited Polestar's facilities on the outskirts of Gothenburg, Sweden, about two weeks prior to this test drive event. As they were undergoing organizational restructuring following their acquisition by Volvo, the company premises were modest, but the story of Polestar's origins I heard there was quite intriguing.

Polestar's foundation was a racing team named Flash Engineering, established in 1996. From the outset, they exclusively raced Volvos, yet surprisingly, there was no capital relationship whatsoever. Later, while deepening their ties with Volvo, they changed their company name to Polestar in 2005. In 2009, they expanded into the mass-production vehicle business by launching the Polestar Performance Optimization, a ROM tune available through authorized dealers, which was well-received in Japan.

A significant change in their trajectory occurred in July 2015, when Volvo announced its acquisition of 100 percent of Polestar's shares. However, the acquisition was limited to the mass-production vehicle division and brand usage rights; the original racing division remained under the ownership of Christian Dahl, embarking on a new chapter as Cyan Racing.

Those who thought "Hmm?" upon hearing this story must be true enthusiasts. This is because the progression—1) founded to handle the racing activities of a specific manufacturer, 2) concurrently engaged in tuning road cars alongside racing, and 3) eventually having its road car division acquired by the manufacturer while the racing division remained with the original owner—is strikingly similar to the relationship between Mercedes and AMG.

Of course, Polestar's scale is incomparable to AMG's. With only about 45 employees, many of whom are in administrative roles, the reality is that they heavily rely on the engineers from Cyan Racing, their former colleagues, for road car development.

Engine Tuned from Standard 304ps and 440Nm to 350ps and 500Nm

As the explanation so far suggests, Polestar originated as a racing team, and that DNA remains unchanged today.

The "S60 Polestar" featured here is a complete car with a completely different character from a mere ROM tune; extensive modifications have been made not only to the engine but also to the chassis, body, and interior. It debuted in Sweden in 2013 and was released in Japan in 2014 as a special limited edition of 90 units across the S60 and V60 models, which, again, sold out in an instant. For 2016, new models have been prepared, but as this is the second year of introduction, the quantities have been halved to 10 units for the S60 and 40 for the V60. Therefore, those interested in this model should act quickly.

Let us briefly explain how the Polestar specification differs from the standard S60/V60.

The engine is a 3.0-liter inline-six T6 with a twin-scroll turbocharger, tuned from the standard 304ps and 440Nm to 350ps and 500Nm. However, like Polestar's ROM tune version, the focus is on improving response rather than merely chasing power.

The chassis is equipped with Öhlins' continuously variable dampers (30 levels), and compared to the "S60 T6 AWD R-DESIGN," the springs are 80 percent stiffer and the stabilizers 15 percent stiffer. Furthermore, the suspension mounts and bushings have been reinforced, and a carbon fiber strut bar has been added. The brakes have been upgraded to Brembo 6-piston units (front), with dedicated replacements for the discs, pads, master cylinder, and booster. The settings for the 4WD system, along with the ESC and ABS, have also been modified (yes, all Polestar complete cars are 4WD). Aerodynamic parts have been added to the front and rear, indicating tuning that prioritizes the overall balance of the car.

So, what is the concept behind it? Johan Meissner, Polestar's PR representative, explained it this way: "Polestar's engineers developed this car with the theme of creating a car they would want to drive every day." This means it's not a hardcore tuned car for circuit driving, but rather tuned with consideration for everyday comfort. However, given that Polestar is fundamentally a racing outfit, their preferences might subtly differ from those of the average driver, so I decided to test drive the S60 Polestar with that in mind.

Reminiscent of Rear-Wheel-Drive BMWs

Modern racing cars tend to prioritize damper settings over springs, leading to an increasing number of racing cars that offer surprisingly comfortable rides. With that preconception in mind, I must admit I initially felt, "Isn't this a bit too stiff?" when I started driving the S60 Polestar.

The suspension's firm setup resulted in a less supple stroke, and road shocks were clearly felt. However, the body is rigid, and the powerful dampers ensure that vibrations quickly subside, so it doesn't feel unpleasant. While drivers accustomed to family cars might be taken aback, it's a level of firmness that someone who has always driven sporty cars wouldn't find objectionable.

The engine itself is powerful and responsive. Incidentally, the S60 T6 and V60 T6 feature a unique transverse inline-six engine layout. However, Volvo is currently undergoing a powertrain overhaul to consolidate its engine lineup into newly developed four-cylinder engines (with three-cylinder engines to be added in the future), meaning this inline-six engine is destined to disappear soon. In that sense, it can be considered a precious power unit.

As I moved from public roads to the highway and picked up the pace slightly, the car's behavior, which had felt a bit bouncy before, settled down, and the ride became flat and comfortable. In Europe, many roads, even single-lane ones, have speed limits of 60-80 km/h, and it seems Polestar's engineers set up the suspension with this speed range in mind.

Next, I tackled a winding road with a series of high-speed corners. Even when traversing uneven surfaces at considerable speed, the body remained stable without being unsettled, maintaining a flat posture. Although the suspension didn't seem to be stroking excessively, the tires maintained good contact with the road even over bumps, allowing me to grip the steering wheel with confidence.

More striking than that, however, was how the S60 Polestar felt unusually rear-biased for a Volvo, with the rear tires seeming to do more work than the front. The sensation was less like a front-wheel-drive-based all-wheel-drive system and more akin to a carefully tuned rear-wheel-drive model, like a BMW.

The Best of Both Rear-Wheel Drive and All-Wheel Drive

In fact, I had a similar impression when I test drove it in Sweden, so I asked Mr. Meissner about it. His response was, "The engineers were aiming for exactly that." Apparently, special tuning has been applied to the front-to-rear torque distribution of the AWD system, allocating more torque to the rear wheels during cornering compared to the standard specification.

Perhaps due to the benefits of this setup, the agility on winding roads felt identical to driving a rear-wheel-drive car. However, thanks to the excellent road holding and surprisingly high rear grip levels, the car rarely loses its composure during cornering, allowing for enjoyable sporty driving with peace of mind. In essence, it offers the best of both rear-wheel drive and all-wheel drive.

After thoroughly enjoying myself on the winding roads, as I drove back the way I came, I found myself noticing the harshness less than I had when I first started driving. Although the tire pressure should have increased due to rising temperatures, making the ride harsher, the opposite impression formed. This was likely because I had become acutely aware of how enjoyable the car is on winding roads.

Nevertheless, for OPENERS readers who think, "I understand the handling is good, but the softer the ride, the better," there's a secret weapon. As mentioned earlier, Polestar's complete cars are equipped with 30-level adjustable dampers. Furthermore, on this particular day, the setting was set to 10 for both front and rear (lower numbers indicate a stiffer setting). This means that the S60/V60 Polestar's versatility in accommodating driver preferences is another of its key attractions.

So, what would be the direct rivals to the S60/V60 Polestar? While one might typically point to the Audi S4, which also employs AWD, in terms of agile handling, its character is similar to that of the BMW 3 Series, particularly the 340i. Regardless, it is undeniably a model that overturns Volvo's conventional image.

Volvo S60 Polestar |ボルボ S60 ポールスター
Volvo V60 Polestar | ボルボ V60 ポールスター
Body Dimensions | Length 4,635 x Width 1,885 x Height 1,480 mm
Wheelbase | 2,775 mm
Tread Front/Rear | 1,580 / 1,575 mm
Minimum Ground Clearance | 130 mm
Vehicle Weight | (S60) 1,780kg, (V60) 1,810kg
Engine | 2,953cc Inline-6 Turbocharger
Maximum Output | 258 kW (350 ps) / 5,250 rpm
Maximum Torque | 500 Nm (51.0 kgm) / 3,000-4,750 rpm
Transmission | Electronically Controlled 6-Speed AT
Front Suspension | MacPherson Strut
Rear Suspension | Multi-Link
Tires | 245/35ZR20
Fuel Economy (JC08 Mode) | 9.6 km/ℓ
Sales Volume | (S60) Limited to 10 units, (V60) Limited to 40 units
Price | (S60) 8.29 million yen, (V60) 8.49 million yen