There is something almost provocative about talking in decades in an industry increasingly measured in software releases and product cycles. More than the number itself, though, Maynard’s anecdote speaks to an ambition for Polestar’s designs to age well, and it begins to explain why this Polestar 3 looks so much like the last one.

The irony is that what sits beneath it is now thoroughly modern. Moving from 400 to 800 volts reduces the current required to deliver the same power, helping with efficiency while pushing peak DC charging to 350kW. But Polestar has gone further than changing the voltage. There are new NMC batteries and a new permanent-magnet rear motor, the all-wheel-drive cars can disconnect their front motor when it isn’t needed, and the steering and anti-roll bars have been revised. Rather than treating the new electrical architecture as an isolated upgrade, Polestar has used it as an opportunity to revisit how the 3 works as a whole.

Out on the roads beyond Melbourne, the Dual motor makes the strongest first impression. With 400kW available, it is a monster, carrying an almost absurd reserve of grip and power that becomes enormously entertaining once the traffic thins and the roads open up. The new rear-biased drivetrain gives it a more playful character, but after a while another thought starts creeping in: this is far more performance than most people could reasonably need. That became particularly apparent after swapping into the Rear motor. Its 245kW sounds modest only because electric cars have comprehensively warped our expectations; on the road there is ample power for effortless overtaking, and the whole car feels nicely balanced around what you are actually asking it to do.

Given my own money, I suspect that’s where I would start. Unless all-wheel drive was something I genuinely needed, I would be tempted by the Rear motor and spend the difference elsewhere. There is something appealing about an EV that isn’t trying to overwhelm you with its output, particularly now that enormous power figures have become so commonplace. Choosing enough rather than the most feels strangely refreshing.

The case for the Dual motor became stronger as we travelled deeper into the Victorian countryside. As the roads became rougher and less predictable, the available active air suspension gave the car an impressive breadth of ability. In its softer settings there was a noticeable extra layer of compliance over broken surfaces, while tightening things up brought the considerable mass back under control when the road became more interesting. Yet the simpler Rear motor never felt like a consolation prize. It remained supple and composed, with the revised anti-roll bars helping it settle quickly after a bad piece of road.

The difference from the previous Polestar 3 isn’t revolutionary. Ten per cent better is probably closer to the truth, but the platform didn’t need rescuing. Steering, body control, drivetrain behaviour and efficiency have all moved forward without changing the fundamental character of the car. The cabin follows much the same philosophy. It remains quiet and minimal without feeling empty, and premium without relying on illuminated surfaces or visual theatre to constantly remind you what it cost. Calling a Swedish car Scandinavian feels almost too obvious, but against the muted colours of a cold Victorian winter, the description is difficult to avoid. The Polestar looks at home here.

This presents an interesting challenge for the brand, because much of what makes the car work is difficult to communicate on a comparison chart. Maynard acknowledges as much. “If you just lined up our cars with some of the new competitors that are joining the Australian market, spec for spec, on a sheet, they will look very similar,” he says. The difference, he argues, only becomes apparent when you experience the engineering underneath it — the refinement, safety and the way the car behaves on a good road. “That’s a hard sell.”