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Polestar invited us up to the hills above Malibu for a drive of its new Single motor RWD Polestar 3, a lower-priced version of the brand’s all-electric SUV.

The RWD Polestar 3 is the new more efficient, longer-range version of the brand’s electric SUV with a lower starting price. It recently started production in the US, and is available now and even being shipped out for export to other markets.

Previous versions of the Polestar 3 were both dual motor – the 489hp Dual motor version and 517hp Dual motor Performance version.

The Single motor version deletes the front motor and uses only the rear motor, with 299hp (the number isn’t exactly half because total horsepower is also a function of the amount of power the battery pack can put out).

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As a result of this, the Single motor version does 0-60 in 7.5 seconds, quite a bit slower than the 4.8 and 4.5 seconds of the other models.

It is however nearly 400lbs lighter after deletion of the front motor, and change to coil spring suspension, rather than air suspension on the upper models – and a lighter weight does have its own performance benefits.

These modifications make the Single motor model much more efficient, with 350 miles of range, compared to 315 miles for the Dual motor and 279 miles for the Performance version. All three models use the same hefty 111kWh battery, with the same 250kW peak DC charging rate, capable of charging from 10-80% in 30 minutes.

Polestar called the Single motor 3 “the most efficient Polestar yet” in its presentation to us, which didn’t sound right for an SUV – but it turns out, it does have the same ~350Wh/mi energy consumption rating as the smaller Polestar 2 and 4.

It also shaves nearly $6k off the price, starting at $67,500, compared to $73,400 for the Dual motor or $79,400 for the Performance model.

But how do those differences feel in the real world?

We had a couple hours with the Single motor car, and only a very short drive up and down PCH with the Dual motor Performance as a quick back-to-back comparison. We didn’t get a chance to charge the cars, or to do any sort of realistic range testing.

But we did definitely feel the huge difference in power between these models.

The Performance version predictably has pretty bonkers levels of power, and will really throw your head back when in performance mode.

The Single motor version is much more sedate by comparison. It still has snappy throttle response like one would expect of an electric car, but power was much weaker, especially at higher speeds.

As a result, merging performance was not as exceptional as in other EVs. One great thing about instant torque is that it makes it very easy to get exactly where you want to be, when you want to be there during merges or lane changes.

Regenerative braking also could be stronger. Less motor power also means less regen capacity, and while Polestar did retune regenerative braking for the Single motor version, it didn’t quite feel strong enough to me. I like very strong off-throttle regen, but found myself hitting the brake pedal much more than I’d have liked. Regen is adjustable, but even on the strongest level, I’d have liked more.

However, perhaps unexpectedly, I might have even liked the feel of the throttle more on the Single motor than the Performance. I’ll attempt to explain why.

One thing that Dual motor vehicles often do is put one of the two motors “asleep” when traveling at a consistent speed in order to increase efficiency. Then when power is called for, the car wakes up the second motor.

On the Performance model, if you have “performance” mode turned off, this wakeup takes a second or so, which means pressing the accelerator leads to a ramp-up effect in power delivery. The car’s software smooths this out, but it still feels a little strange.

If “performance” mode is turned on, both motors are always powered – so there’s no ramp-up effect, just unbridled power. But in that case, the car has so much power that it can feel a little jumpy on the throttle.

Meanwhile, with the single motor version, there is no sleeping of the motor, but since the motor is weaker, rough throttle inputs from the driver’s foot are mediated by the fact that there simply isn’t as much power there to jerk you around.

As a result, the Single motor ends up giving a more sedate, but more comfortable driving or riding experience.

On roads as twisty as the ones we drove on, I’ve had poor drive experiences in the past with co-drivers who are perhaps less accustomed to the instant torque of an EV and have a shaky throttle foot. But this time that wasn’t an issue at all – probably due partially to the EV experience of my co-driver, and also partially due to the Single motor’s more sedate character.

Now, the Single motor version’s coil suspension should stand to offer less ride comfort than the air suspension of the Dual motor, but we found no particular discomfort with the new coil suspension system.

We had a lot more time with the Single motor than the Dual, and our time with the Dual was on a smooth section of PCH rather than the curvy mountain roads we spent most of our time on, but I will say that both driving and riding in the Single motor was a plenty comfortable experience.

For comparison, I do not like the suspension in the Polestar 2, so either version of the Polestar 3 is a superior experience to that one.

Other aspects of the Polestar 3 Single motor are the same as the Dual motor version which we’ve reviewed before. For some quick takes on the rest:

  • The seats are comfortable but I felt the cockpit was maybe a little crowded. I do like the Scandinavian-style sparseness of Tesla cockpits by comparison, and Tesla out-Scandinavian’d the Scandinavians here. If the Tesla cockpit is just a bit too sparse for you, then maybe this will provide the balance you want.
  • The user interface is good and snappy, with occasional small hiccups (for example, it took maybe a second to load the page with mirror adjustments on it). I’ve experienced one really rough UI in a Polestar before, in a pre-production version of the 4, and this interface does not exhibit the difficulties of that one.
  • We didn’t get a chance to test any driver assist features, other than lane departure warning, which had a fairly well-balanced intervention level. I do think it’s easy to get this wrong and make the interventions too light or too strong, and this car’s worked pretty well but was perhaps slightly lighter than I’d like.
  • Can I just point out how much I love this front wing design feature? It reduces frontal area and improves efficiency, adds character, and leverages a benefit that EVs have (smaller engine compartment) to give the car a practical benefit (the Dodge Charger Daytona has a similar front wing, and I love it there too).

It’s not cheap though. The $6k in savings when compared to the Dual motor version are definitely appreciated, but $67,500 is still a steep starting price

That price is higher than the segment’s most popular vehicle, the Tesla Model Y (currently $60k for the Launch Edition model of the Juniper refresh, though once a base model is available, that will go down). Of course, many people wouldn’t buy a Tesla at any price right now, and Polestar’s new CEO sees this as an opportunity. In service of this, Polestar recently initiated a Tesla conquest offer, seeking to lure Tesla owners away (and even better, think of all the money you’ll save on bumper stickers).

Overall, the Polestar 3 Single motor offered a smooth and comfortable ride experience as driver or passenger. If you’re looking at the Polestar 3 but prioritize comfort, efficiency and savings, this new base model offers a compelling package for anyone who knows they won’t be hitting a track or drag strip anytime soon.

The Polestar 3 Single motor is available now for order and configuration over at Polestar’s website.


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The Hyundai IONIQ 6 N is here and it’s even better than expected

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The Hyundai IONIQ 6 N is here and it's even better than expected

The Hyundai IONIQ 6 N is finally here, and it delivers. Hyundai’s electric sports car is loaded with fun new features, a sleek design (including a massive rear wing), 641 horsepower, and much more.

Meet the Hyundai IONIQ 6 N

After teasing the new model for the first time last month, Hyundai created quite a buzz. Now, we are finally getting our first look at the upgraded high-performance EV.

Hyundai unveiled the new IONIQ 6 N at the famed Goodwood Festival of Speed on Thursday in West Sussex, England. The upgraded model follows Hyundai’s first high-performance EV, the IONIQ 5 N.

At the event, the company boasted that its new electric sports car marks “a pivotal milestone in Hyundai N’s electrification journey,” adding “Hyundai N is once again redefining the boundaries of high-performance electrification with the debut of the IONIQ 6 N.”

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The IONIQ 6 N delivers an impressive 641 horsepower (478 kW) and 77 Nm of torque, enabling a 0 to 100 km/h (0 to 62 mph) sprint in just 3.2 seconds. Its top speed is about 160 mph (257 km/h).

Hyundai-IONIQ-6-N-EV
Hyundai IONIQ 6 N (Source: Hyundai)

That’s when using Hyundai’s Launch Control, one of the many performance features the new EV offers. Like its other N models, the IONIQ 6 is based on three pillars: Corner Rascal, Racetrack Capability, and, of course, an Everyday Sportscar.

Powered by two electric motors, a 223 hp (166 kW) at the front and another 378 hp (282 kW) motor at the rear, for a combined 600 hp (448 kW).

Hyundai-IONIQ-6-N-EV
Hyundai IONIQ 6 N (Source: Hyundai)

Redefining the EV driving experience

The upgraded IONIQ 6 “redefines the EV driving experience,” according to Hyundai, thanks to its advanced in-house vehicle control software.

Central to this is Hyundai’s N Active Sound + system, which mimics the feel and sound of a traditional engine. An added N e-Shift simulates shifting gears.

Hyundai-IONIQ-6-N-EV
Hyundai IONIQ 6 N interior (Source: Hyundai)

And that’s just the start. Other performance features, such as N Drift Optimizer, N Grin Boost, and N Torque Distribution, give you even more control over the vehicle while delivering increased power.

The IONIQ 6 N is powered by an 84 kWh battery, providing a WLTP range of up to 291 miles (469 km). However, EPA figures will be revealed closer to launch. Given the IONIQ 5 N has an EPA-estimated range of up to 221 miles, you can expect it to be slightly higher when it arrives.

With a 350 kW DC fast charger, Hyundai’s new performance EV can recharge from 10% to 80% in about 18 minutes.

With a length of 4,935 mm, a width of 1,940 mm, and a height of 1,495 mm, the IONIQ 6 N is about the size of the Porsche Taycan.

Hyundai will showcase the new high-performance EV during the hillclimb event alongside other models like the IONIQ 5 N, IONIQ 6 N Drift Spec, and IONIQ 6 N with N Performance parts. Hyundai promises each vehicle brings unique capabilities to the event, “guaranteeing a dynamic and thrilling on-track experience for all attendees.” Check back soon for more info.

What do you think of Hyundai’s new electric sports car? Would you buy one over the Porsche Taycan? Let us know in the comments.

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Elon Musk says Grok is coming to Tesla vehicles just after it went full Hitler

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Elon Musk says Grok is coming to Tesla vehicles just after it went full Hitler

Elon Musk said that Tesla owners will “soon” have access to Grok, a large language developed by Musk’s xAI startup, days after the AI started calling itself ‘MechaHitler’.

Yesterday, xAI launched Grok 4, the latest version of its large language model.

The new model is benchmarking very well, but that’s generally the case with the latest model to come out. It edges the latest models from Google and OpenAI on intelligence by a few points, but it falls behind on speed:

At the launch event, Musk announced that Grok will “soon” be integrated into Tesla vehicles.

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This is something that the CEO has been discussing since founding xAI, which has been controversial because Musk has also positioned Tesla to compete in the AI space. He even stepped down from his role at OpenAI due to a “conflict of interest with Tesla.”

The announcement of the imminent integration of Grok into Tesla vehicles comes just days after the language model went haywire on X and started praising Hitler, referring to itself as ‘MechaHitler’, and made several antisemitic comments.

xAI acknowledge the issue and put Grok on timeout while they fixed it:

We are aware of recent posts made by Grok and are actively working to remove the inappropriate posts. Since being made aware of the content, xAI has taken action to ban hate speech before Grok posts on X. xAI is training only truth-seeking and thanks to the millions of users on X, we are able to quickly identify and update the model where training could be improved.

The “bug” came just a few weeks after Musk stated that he was displeased with Grok supporting left-wing narratives, even though it didn’t say anything inncurate, and that he would update Grok to “fix” it.

Now, the large language model (LLM) is expected to power the new voice assistant inside Tesla vehicles.

LLMs are becoming quite common in cars, especially premium vehicles. Ford, Mercedes-Benz, Stellantis, and a few others have all integrated Chat-GPT in some models.

Many Chinese automakers have also developed their own and deployed them in cars, even entry-level ones.

Tesla is playing catch up on that front.

Electrek’s Take

As I have previously stated, I think Musk is setting up Tesla to invest or even merge with xAI at a ridiculous valuation – making Tesla shareholders virtually pay twice for Twitter, which is now part of xAI.

This is how he will be able to gain wider control over the company’s share.

Of course, it will be widely challenged in court. In fact, shareholders have already filed a lawsuit alleging that Musk was in breach of fiduciary duties to Tesla shareholders when he started xAI.

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Alaska is America’s worst state for business in 2025 as falling oil prices sink economy

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Alaska is America's worst state for business in 2025 as falling oil prices sink economy

Pipeline Winding in Summer Mountain Landscape

Sarkophoto | Istock | Getty Images

From the first discovery in Prudhoe Bay in 1968, Alaskans have had a love-hate relationship with oil.

On one hand, it allowed Alaska to abolish its state income tax, fund most government operations and provide every Alaskan with a dividend that continues to this day. On the other hand, it has left the state at the near total mercy of the global oil market.

In recent years, that has proven to be a bad bet. And it is the major reason Alaska finishes at the bottom of the CNBC America’s Top States for Business rankings in 2025.

With the price of Alaska North Slope crude oil down by double digits from a year ago, according to the Alaska Department of Revenue, Alaska has America’s worst economy as measured by the CNBC study. Economy is the heaviest-weighted category under this year’s methodology.

More coverage of the 2025 America’s Top States for Business

Alaska’s gross domestic product growth is in the bottom ten nationally. The state’s economy grew by just 1.5% last year, compared to 2.8% nationally.

More crucially, the state’s fiscal year 2026 budget is based on a forecast of $68 per barrel for crude oil, and it is unclear if that will hold. Alaska North Slope crude traded as low as $63.49 on May 5 before rebounding above $70 in recent weeks. State forecasters are counting on oil for around 70% of the state’s revenue over the next ten years, or nearly half the state’s operating budget. And some localities are far more dependent.

“When you look at the economic engine by default,” North Slope Borough Mayor Josiah Patkotak told CNBC last month, “That happens to be oil and gas by about 98% of our operating budget.”

$40 billion bet on natural gas as diversifier

For decades, Alaska has sought ways to diversify its economy, but it has had limited success. Proposals have involved alternative energy, agriculture, and the state’s tourism sector.

Alaska Governor Mike Dunleavy speaks during a news conference at his office in Anchorage, Alaska, U.S. March 22, 2022.

Yereth Rosen | Reuters

In 2023, Gov. Mike Dunleavy, a Republican, signed legislation to put Alaska into the carbon market, using the state’s vast public lands for carbon storage, and to generate carbon offset credits for high carbon emitters in other states. But the program is still in the study phase. A report to the legislature in January said the program is not expected to generate any revenue until at least 2027.

More recently, the Trump administration is backing a proposal to build a natural gas pipeline alongside the Trans-Alaska oil pipeline, allowing the U.S. to ship liquid natural gas — a byproduct of North Slope oil production — to Asia.

North Carolina becomes America's Top State for Business

The idea has been around for years, but the price tag, estimated at around $40 billion, was impossible for the industry to swallow even when petroleum prices were high.

Now, however, administration officials think that trade tensions might change the economics.

“There [are] countries around the world looking to shrink their trade deficit with the United States, and of course, a very easy way to do that is to buy more American energy,” U.S. Energy Secretary Chris Wright told CNBC’s Brian Sullivan in Prudhoe Bay last month.

“If you get the commercial offtakers for the gas, financing is pretty straightforward,” Wright said.

If the project gets off the ground, it could provide a huge boost to Alaska’s economy, though it would still be at the mercy of commodity prices.

Lack of tech infrastructure, high costs

Alaska’s struggling economy is a major reason for its poor competitive performance, but it is not the only one.

The state ranks No. 49 in Infrastructure. While the state’s roads and bridges are in better shape than in many states in the Lower 48, its virtual infrastructure leaves much to be desired. Fewer than 2% of Alaskans have access to affordable broadband service, according to BroadbandNow Research. The data center boom has passed Alaska by thus far, with only four in the entire state.

Alaska is a notoriously expensive place to live, especially in the many remote parts of the state.

“When you’re paying 16 bucks a gallon for milk, we’ve got to figure out how to make sure that you can afford to buy the milk so you can live here. We’ve got to make sure you can afford to buy the gas so you can hunt here,” said Patkotak.

But one aspect of life is a bargain in Alaska. At a time of soaring homeowner premiums, online insurance marketplace Insurify projects Alaska homeowners insurance premiums will average $1,543 this year, the second lowest in the nation.

Join the conversation. Didn’t see your state mentioned? You can see where it ranked overall, and in all 10 categories of competitiveness, in the full rankings of the 2025 America’s Top States for Business.

Top States for Business: Here are the runners-up

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