Polestar 3 review – upmarket and well built premium SUV contender
“The Polestar 3 SUV is a welcome addition to the electric brand’s lineup with a premium, well-built feel”
Pros
- Comfortable and refined
- High-quality interior
- Good electric range
Cons
- Doesn’t feel sporty to drive
- Too many virtual controls
- No single-motor variant from launch
Verdict – is the Polestar 3 a good car?
The Polestar 3 is a well-built, high-quality electric SUV which we think looks great, too. Its minimalist interior exudes a premium feel, albeit in a more understated way compared to many rivals. The ride is comfortable, too, but we think it’s a push to consider the Polestar 3 sporty as per the manufacturer’s claims – sure it’s powerful, but it still feels like a plush SUV to drive. On that basis, we think the more affordable single-motor version will make the most sense for most people, and it gets a mega 438-mile range.
Polestar 3 models, specs and alternatives
The Polestar 3 is a large electric SUV that’s the biggest model produced by the brand so far. The first thing to make clear is that Polestar uses a chronological naming system much like that used by phone companies like Apple, so it’s called the 3 because it arrived after the Polestar 2. That means that despite what you might expect, another upcoming model, the Polestar 4, isn’t necessarily bigger – in fact, it’s a smaller coupe-SUV that confusingly sits between the 2 and the 3.
The Polestar 3 made its debut with a ‘Launch Edition’ model which started from around £75,000 and can be had with a ‘Performance Pack’ bringing a higher power figure and slight styling changes. The entry-level single motor version costs from just under £70k, but this is still almost £6k more than the Audi Q6 e-tron.
The Polestar 3 shares many of its underpinnings with the £96k Volvo EX90. In the Polestar, dual motors combined produce 483bhp as standard, but opting for the Performance Pack bumps this up to 510bhp. The single motor version gets 295bhp, but can still dispatch 0-62mph in 7.5 seconds – plenty quick enough for many drivers.
The Polestar 3 also gets a 107kWh battery that gives it a decent range of up to 392 miles in standard dual-motor guise, while the Performance Pack sacrifices some of this in the name of power, so it’s capable of up to 348 miles to a charge. While those figures are very usable, the Polestar 3 isn’t particularly efficient considering the large size of its battery. Still, the single-motor variant boasts a range of up to 438 miles, which is seriously impressive.
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Range, charging & running costs
Polestar is an electric-only car brand, and the Polestar 3 gets a large 107kWh battery to power its electric motors. It’s not groundbreaking in terms of efficiency, but it still does at least boast a very competitive range that many buyers will be happy with. At its launch, the standard Long Range Dual Motor variant had the longest potential range because the extra power of the Performance Pack version hurt its range figure by 44 miles. Since then, a single-motor model has been released that boosts its range to an impressive 438 miles.
While cruising in dual-motor cars, one motor can switch off to make the Polestar 3 intermittently two-wheel drive in the pursuit of improved efficiency.
| Model | Battery size | Range |
| Polestar 3 Long Range Single Motor | 107kWh | 438 miles |
| Polestar 3 Long Range Dual Motor | 107kWh | 392 miles |
| Polestar 3 Long Range Dual Motor Performance Pack | 107kWh | 348 miles |
How efficient is the Polestar 3 in the real world?
Despite the adequate on-paper range figures, real life usage does muddy the waters a little. When we tested the Performance Pack version, the efficiency figures we were achieving in the Polestar 3 would have returned a range of around 256 miles, which is quite a way behind the official figure. Driving the Long Range Single Motor in the UK we also struggled to match the claimed 3.5 miles/kWh average figure and the Audi Q6 e-tron was a bit more efficient.
What will the Polestar 3 cost to insure?
The Polestar 3 is expensive to insure, because even the entry-level version sits in group 50 out of 50. Some versions of the BMW iX will be a bit cheaper to cover, because it starts from group 47.
Electric motor, drive & performance
The Polestar 3 is based on many of the same underpinnings as the Volvo EX90 SUV, but where Volvo focuses on comfort first and foremost, Polestar has emphasised its intent to offer a more driver-focused experience with the Polestar 3 – to what extent the brand has succeeded, however, is another question.
Getting into the Polestar 3 we were very impressed with its driving position for an SUV overall, but didn’t like the fact that we had to go through five steps via the infotainment screen just to change the steering wheel position. Visibility is excellent, and the ridges on the edges of the bonnet made it easy to place the car, even when there was a lack of feedback through the steering wheel.
Although it’s a big SUV, the Polestar 3 has a low centre of gravity and plenty of power on tap in either guise. From launch every Polestar came in a dual-motor configuration, but while standard cars get 483bhp, the Performance Pack bumps this up to 510bhp for even more punch, and it’s this model we tested first. While that sounds like a good start, once we were on the move there was no avoiding the fact that it still felt like a very heavy car and the suspension setup means it can feel quite soft.
The upside to this is that the Polestar 3 does a better job of smoothing out road imperfections at lower speeds than the Polestar 2’s harsh setup thanks to the sophisticated self-levelling dual-chamber air suspension and adaptive dampers. Really, then, the 3 feels more comfort-focused, but driven back to back with the Audi Q6 e-tron the Polestar still offers better body control.
The Polestar 3’s brakes provide an impressive amount of stopping power, and although the regenerative braking system comes on very smoothly, we wish there was more adjustability to it. In ‘High’ mode you get enough braking force to drive the Polestar 3 with just one pedal, and the ‘Low’ setting makes this slightly less aggressive, but other than that, the only option is to turn it off completely.
Is the Polestar 3 good to drive in town?
Given its large size there are certainly easier cars to drive around town, but the Polestar 3 doesn’t do a bad job thanks to its tight turning circle – a feat it manages despite a lack of four-wheel steering. The steering feels light and quick which helps make it more nimble, although it does cause the Polestar 3 to feel a little wallowy at times. While the suspension setup can feel a bit floaty, good visibility and a view of the edges of the bonnet makes it straightforward to manoeuvre.
Is the Polestar 3 good to drive on long journeys?
At motorway speeds the Polestar 3 does a good job of offering a smooth comfortable ride, even on the 22-inch wheels our test car had. Polestar has done a particularly good job of insulating the cabin from road and wind noise, so it feels refined and quiet inside. We recommend putting the Polestar 3 into ‘Nimble’ or ‘Firm’ modes when on the motorway as it feels more settled.
Is the Polestar 3 good to drive on B-roads?
Although Polestar has reiterated that it intended to create a more driver-focused driving experience with the Polestar 3, B-road driving is unfortunately not really its forte. The steering can be put into one of three modes: ‘Standard’, ‘Firm’ or ‘Light’ – the problem is that it feels over-assisted and artificial in Firm. While the Polestar 3 certainly feels agile and grippy enough to cope with fast, twisty bends, there’s an unfortunate lack of feedback through the steering which makes it hard to confidently push it.
| Model | Power | 0-62mph | Top speed |
| Polestar 3 Long Range Single Motor | 295bhp | 7.5 seconds | 112mph |
| Polestar 3 Long Range Dual Motor | 483bhp | 4.8 seconds | 130mph |
| Polestar 3 Long Range Dual Motor Performance Pack | 510bhp | 4.5 seconds | 130mph |
Carbuyer notes
“There’s not much communication done via the steering in the bends, which is a shame because the front end is quick, and there’s a clear overall balance to the Polestar 3.” Alastair Crooks, Senior News Reporter
Interior & comfort
The Polestar 3’s interior is a fairly minimalist affair which carries over some similarities with the Polestar 2. It feels more premium than that car, though, and in a way that’s a lot more understated than the interior of a BMW iX. The Polestar 3 feels very well built and high quality, with a soft headlining and faux leather upholstery which feels more cushioned. There’s also the option of Nappa leather for a little more luxury.
The Bowers and Wilkins audio system features noise-cancelling technology and 25 speakers, with a 1,610-watt amplifier for incredibly good sound. Helped by the excellent refinement of the Polestar’s interior, it boasts impressive clarity and you can link it to a Tidal streaming audio account to enjoy it at its best.
Is the Polestar 3’s infotainment and navigation system easy to use?
As a general rule, we like Polestar’s Google-based infotainment system because it feels intuitive to use and feels as familiar to use as a smartphone. The software is displayed on a large 14.5-inch touchscreen and there’s a nine-inch digital driver’s display with brilliant resolution, too. The problem is, we think too many of the car’s functions are accessed via the infotainment system, such as climate control, driving modes and more, making it more difficult than it ought to be to access simple functions while on the move.
At least the brand has included the functionality of customisable shortcuts on the home screen, and the Google voice assistant works well and will be familiar if you use an Android phone.
Where there are physical buttons, they’re not particularly good to use anyway. The ones mounted on the steering wheel are unfortunately not backlit and don’t have any markings to show what they do, so will be hard to use at night. There’s also a rotary dial on the centre console to move through menus on the touchscreen, but it’s not very responsive which made it dissatisfying to use. Then there are the electric window switches – there are just two physical switches and a touch-sensitive button you can use to toggle between the front and rear windows, but it doesn’t work well and just feels frustrating.
Is the Polestar 3 well equipped?
Considering what the Polestar 3 goes up against, it feels well equipped. All cars get that 14.5-inch infotainment screen and nine-inch driver’s display, heated front seats, three-zone climate control, a Bowers and Wilkins audio system with Dolby Atmos surround sound, an airy panoramic roof, a comprehensive suite of safety tech including adaptive cruise control, lane keep and departure warning and a heat pump to keep the battery running at optimum temperatures in the winter.
What options should you choose on the Polestar 3?
At launch, the Polestar 3 is only available in ‘Launch Edition’ and its main options are split into packs. There’s the Nappa leather pack, which not only brings luxurious Nappa leather upholstery, but also a massaging seat function with five settings. The Plus pack brings a power-adjustable steering column, heated steering wheel and a system that improves the air quality. The Performance Pack will appeal if you want the extra power, and also brings 22-inch alloys, some more aggressive exterior touches, Performance Pack badging on the interior plus ‘Swedish Gold’ ambient interior lighting and seatbelts.
Key features | |
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Launch Edition
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Launch Edition with Performance Pack (Launch Edition plus…)
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The Polestar 3 is a large SUV, so it boasts a lot of interior space. Rear passengers are spoilt for legroom, and despite its low sloping roofline there’s a lot of headroom too. The standard-fit panoramic roof on Launch Edition models makes the car feel even airier. There’s loads of storage space dotted around the cabin, too – between the front seats there’s a 32-litre compartment, and the door bins are generously sized. There are two cupholders up front and two in the back which pop out of the centre armrest.
| Size comparison | |||
| Model | Length | Width | Height |
| Polestar 3 | 4,900mm | 2,120mm | 1,614mm |
| BMW iX | 4,953mm | 1,967mm | 1,695mm |
| Mercedes EQE SUV | 4,893mm | 1,940mm | 1,685mm |
| Volvo EX90 | 5,037mm | 1,964mm | 1,744mm |
Does the Polestar 3 have a big boot?
The Polestar 3’s boot is not quite as generous as that of the closely-related Volvo EX90, which offers seating for seven and boasts 655 litres of space with its third row of seats folded down. The BMW iX boasts 500 litres and the Mercedes EQE SUV offers up to 520 litres. While those all trump the Polestar 3’s 484-litre figure, it’s still a very usable size, and folding the seats down will free up 1,411 litres. A useful feature is the way the Polestar 3’s ride height can be lowered by 50mm via some buttons in the boot that control the air suspension, making loading in heavier items much easier.
| Boot space comparison | |
| Model | Boot space |
| Polestar 3 | 484 litres |
| BMW iX | 500 litres |
| Mercedes EQE SUV | 520 litres |
| Volvo EX90 | 310 litres (655 litres with third row folded) |
Is the Polestar 3 a good tow car?
The Polestar 3 is a fairly capable tow car, and both Long Range Dual Motor versions are capable of hauling a trailer of up to 2,200kg in weight. It’s not yet confirmed how much the upcoming single-motor variant will be capable of towing.
Reliability & safety
Polestar is a brand that still sells in smaller numbers than most others in the UK, so we’re yet to receive enough responses from owners for it to feature in our Driver Power customer satisfaction survey, let alone for the brand-new Polestar 3 model. The car does feature lots of technology from previous parent company Volvo, however, and that brand came in 13th place in terms of customer satisfaction in 2023. Reliability was slightly worse than average, with 27% of Volvo owners reporting an issue in the first year of ownership, but that’s not necessarily indicative solely of electric models with which the Polestar 3 shares technology, so it’s a bit of a grey area.
How safe is the Polestar 3?
Safety as a priority is a trait passed down to Polestar from its previous parent company Volvo, so we’d expect the Polestar 3 to get the full five stars when it’s tested by Euro NCAP. It comes with a long list of safety equipment including lane keep assist and departure warning, blind spot warning, driver fatigue monitoring among other tech. It’s also one of the first cars on sale to be offered with optional LiDAR that can scan the road ahead, potentially making it capable of autonomous driving in future.
However, it’s not all flawless. For instance, the speed-limit recognition would quite often pick up the incorrect speed for the road and then emit a frustrating audible warning.
What are the Polestar 3 service intervals?
Polestar offers free servicing for the 3 for the first three years or 31,250 miles, whichever comes first. Polestar doesn’t specify the intervals, but the brand will contact you when your car needs maintenance, or the car will show a message when it’s due.
What is the warranty on the Polestar 3?
The Polestar 3’s warranty looks a little sub-par by modern standards, as you’re covered for just three years or up to 60,000 miles if anything goes wrong. In contrast, BMW and Mercedes offer a warranty for the same time frame, but with no mileage cap. It’s a shame the warranty isn’t longer, with many other brands such as Lexus offering more peace of mind – just like parent company Toyota, your Lexus is covered for up to 10 years or 100,000 miles, so long as you get it serviced annually (or every 10,000 miles) via a main dealer. The Polestar 3’s battery has an eight-year/100,000-mile warranty, which is about the industry average.
Should you buy a Polestar 3?
The Polestar 3 is a great electric SUV that offers a well-built, premium interior, lots of equipment, and a comfortable ride. Its range is very impressive thanks to a large battery, too, and we think it looks unlike a lot of other cars on the market at the moment, which will appeal to buyers after something a little more left-field compared to the Audi Q6 e-tron, BMW iX or Mercedes EQE SUV.
The problems arise when it comes to the driving experience which Polestar insisted would feel sporty. Despite the car’s high power output in standard and Performance Pack guise, it still feels like a large and heavy SUV with a serious turn of speed. That means it doesn’t quite differentiate itself from the Volvo EX90 in terms of a USP, although a cheaper list price does make the Polestar 3 slightly more accessible (although it’s still an expensive car).
On that basis, the more affordable single-motor version of the Polestar 3 offers the best value, given that the dual-motor variants that launched first fail to offer much in the way of sportiness.
What is the best Polestar 3 for low running costs?
As well as a lower list price, the single-motor variants of the Polestar 3 serve up lower running costs and the best range too.
Polestar 3 alternatives
The Polestar 3 goes up against some well-established premium brands which now also offer electric SUVs, such as those from BMW, Mercedes and even Volvo, which was until recently Polestar’s parent company.
How we tested the polestar 3
We tested the Polestar 3 in Madrid, Spain in June 2024, before driving it on British roads in October.
