Review: Polestar 3

Polestar, originally an independent Swedish automotive performance specialist aligned exclusively with Volvo, officially became part of the Volvo brand in 2015. It was later spun off into a separate entity. However, Polestar and Volvo cannot truly be separated—they are like conjoined twins attempting to go their own ways but bound together by shared corporate interests, as Geely Automotive acquired both brands in 2010.

Thankfully that’s the history lesson over with.

Polestar’s mission has evolved; it is now a fully electric brand, while Volvo is retreating from its commitment to full electrification, despite hypocritically promoting sustainability and environmental concerns. Polestar’s EV technology is fully sourced from Geely, if you didn’t know China leads the world in EV technology. 

So, Polestar is in a strong position right now? Not entirely. Sales have been sluggish due to the company’s initial reliance on the Polestar 2. With production pipelines and bottlenecks now resolved, more models are being introduced and more are sure to follow.

The Exterior

The Polestar 3 is a mid-size crossover currently available in three trim levels, with prices starting at £66,000 and reaching up to £80,000 for the top-spec model. Polestar boasts the most distinguished design language of any car manufacturer on the market today.

You know that feeling when you see a car that stands out effortlessly, requiring no words—just a quiet nod of appreciation? That’s exactly the reaction the Polestar 3 evokes in me. The contemporary-architectural-post-modern design language appears next generation.

The Interior

The clean and refined exterior design language seamlessly extends into the minimalist interior. In terms of material quality, I wouldn’t classify it as truly luxurious—rather, it sits within the premium luxury stratosphere, in my view, just a step below true luxury.

That said, it still conveys a sense of luxury due to its high build quality and the use of premium-grade materials, particularly in key touchpoints. Even the less visible and rarely touched plastics maintain a premium standard. When it comes to premium and sophisticated design, Polestar outperforms both Mercedes and even BMW.

It may be described as a mid-sized SUV but Polestar 3 feels big on the inside, with plenty of space for all, and a boot that offers generous capacity with the seats up or folded flat. It’s a great car to travel long distances because the seats are extremely comfortable, front and rear.

I’m not going to go into detail about the kit levels and individual trim options, but let’s just say you have a choice of premium eco/wool fabrics and high-quality leather, along with a solid range of passive and active safety features. However, as usual, you’ll need to pay extra for the latest generation of semi-autonomous driving technology and options such as matrix laser headlights etc.

That said, as I always say— as long as heated seats and wing mirrors come as standard and there’s a good sound system, everything else is just a bonus.

The Infotainment System

The software powering the infotainment system is blazing fast, but the menu layout feels overwhelming—like arriving at an American diner and being confronted with a menu so vast and diverse that it becomes difficult to place an order. Using the Polestar 3’s infotainment 14.5-inch system often requires one more click than necessary, leaving you feeling as if you’re following the Yellow Brick Road with no exit signs.

I don’t mind that the heating system is now digitally integrated into the touchscreen. With modern voice commands, accessing heating controls via the screen feels like built-in redundancy—I simply use voice commands to adjust the temperature and even the vents, thanks to how accurate voice recognition has become.

The infotainment system is run on Google’s API meaning you get built-in apps such as Google Maps and also the ability to download your favourite Apps such as Spotify. But with great convenience comes losing a great amount of personal privacy because Goolge is data mining your every move. Anyway…

The Performance

The Polestar 3 is currently available in three power configurations and three model trims: Long Range – Single Motor, Long Range – Dual Motor, and Long Range – Dual Motor Performance Pack. The respective power outputs are 295bhp, 438bhp, and 510bhp. 

I had the opportunity to drive the Dual Motor Performance Pack, and the acceleration and instant torque were nothing short of brutal—launching from 0 to 60 mph in just over 4.5 seconds. The sheer force of gravity pinning me back into my seat was accompanied by an unexpected sensation—my eyes aching as the G-forces wreaked havoc on my senses. 

The Drive

The top-of-the-range edition comes equipped with advanced air suspension and computer-controlled actuators, delivering a superbly refined ride and handling setup. Despite its size, this vehicle effortlessly navigates twisty B-roads and cruises smoothly on the motorway. In fact, its ride and handling surpass those of the Porsche Cayenne Turbo GT, which, by comparison, feels almost boat-like.

The braking/regen system is well-calibrated, avoiding the rocking sensation common in many large SUVs that attempt to disguise their weight with clever wording rather than real engineering solutions. The cabin remains exceptionally quiet—thanks in part to the near-silent EV powertrain and the added benefit of acoustic glass, which further enhances the sense of serenity. However, some background tyre noise and a flutter of wind noise become noticeable as you approach 70 mph.

The Range

This is where things get tricky. The Polestar 3 is powered by a substantial 111kWh battery pack—equivalent to seven Tesla Powerwalls. That’s a lot of energy storage. However, real-world range falls well short of expectations. On a chilly 6-degree January test day, I averaged between 2.0 and 2.2 miles per kWh, translating to a total range of no more than 220 miles—far below the advertised 352 miles.

To make matters worse, a single straight-line acceleration test instantly wiped 10 miles off the range. I was told that the vehicle is still being optimized, likely via software improvements, so an over-the-air update may help address these range concerns.

Performance editions—regardless of brand and powertrain—always demand more energy, and the top-spec Polestar 3 Performance Edition is no exception. High performance comes at a cost, and in this case, that cost is efficiency.

Charging Performance

The Polestar 3 supports fast charging, allowing it to recharge at up to 250 kW from high-speed charger networks.

This enables a 10–80% charge in just 30 minutes. However, home charging via a standard 7.4 kW wallbox will take approximately 15 hours.

The Verdict

With its head-turning exterior design and impeccably executed minimalist interior, the Polestar 3 embodies everything you could want in a modern, contemporary SUV—from effortless cruising to exhilarating electric performance. The electric powertrain is vastly superior to a conventional combustion engine, which is why I would choose an EV any day.

However, the Polestar 3’s greatest strength is also its biggest weakness: the engineering and software calibration is clearly not yet fully optimized, which impacts the overall range of the performance model.

For those concerned about range, the entry-level single-motor variant might be a better option. Since I haven’t tested it, I can’t say for sure whether it offers a significant improvement in real-world driving. In general, and based on test data, single-motor variants are always more efficient and increased range compared to dual-motor performance variants, regardless of the EV brand.

But if I were in the money to buy an electric SUV, I wouldn’t hesitate to go for the Polestar 3—range anxiety be damned!