Overview

Although Polestar is a relatively new entrant to the electric car market, it’s likely you’re aware of the firm’s output. The Tesla Model 3-rivalling Polestar 2 is already a common sight on our roads, with more new products arriving all the time. There are many EV start-ups joining the fray right now, but what sets this Swedish firm apart is that it branched out of Volvo, and so there’s a lot of Scandinavian design integrity here to surprise and delight owners.

The Polestar 3 is the brand’s largest offering that competes with the glut of rival luxury electric SUVs on sale. Despite the numerical pecking order in Polestar’s hierarchy, it’s actually positioned above the Polestar 4 SUV, as the marketing team gives the highest number to its newest car, not the largest. Confused? Don’t be.

You can now choose from three different models. Kicking off proceedings is the latest Long Range Single Motor version, which as its name implies has a solitary driven axle. This saves cost to bring the price down and also extends the electric driving range to an impressive 438 miles. It’s no sluggard, and can accelerate from 0-60mph in 7.5sec.

Step up to either the Long Range Dual Motor that gets 489hp and does 0-60mph in 4.8 seconds, or the Performance Pack with 517hp for 0-60mph in 4.5 seconds. All Polestar 3 models share their platform with the Volvo EX90 although unlike that car, the Polestar 3 only comes with five seats.

Key rivals hail from Germany, with the Audi Q8 E-Tron, BMW iX and Mercedes EQE SUV all in the Polestar’s sights. If you like the sound of the 3 Performance Pack, there are hot versions of the three aforementioned competitors, as well as the Lotus Eletre and the Maserati Grecale Folgore to consider.

We’ve now driven all three models of Polestar 3 both overseas and in the UK, and to learn a bit more about how we test cars, take a look at our explainer page.

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What’s it like inside?

Like the Polestar 2, the 3 gets a minimalist, Scandinavian-themed interior, albeit with even more impressive quality. Our test car’s supple leather, wood trim and squishy plastics make for a luxurious interior that beats the Mercedes EQE SUV for quality and runs the Lotus Eletre close. A Lotus beating a Mercedes for quality? Welcome to the strange new world of upmarket electric SUVs.

Minimalism means there are few physical controls inside the 3. You get a very nice volume control knob that pauses music with a push, but all other stereo controls – plus the heating and even the mirror and steering wheel adjustment – are buried in the large 14.5-inch central infotainment touchscreen. Shortcut icons and temperature controls at the bottom of the screen help, and at least the display is sharp, the graphics appealing and you’re not endlessly scrolling through multiple menus.

Space for passengers up front is generous, and there’s plenty of width to the interior, too. Rear legroom is excellent, with headroom good but not at the same level as the BMW iX, owing to the Polestar’s tapered roofline. Four tall adults will be very happy sat in the 3, five still comfortable.

The disadvantage of giving rear passengers so much space is that the boot isn’t as big as rivals’ loadbays. There’s a hatchback-like 394 litres of capacity, with another 90 litres of underfloor storage space. At least you can sling your charging cables in the 32-litre compartment under the bonnet (sometimes referred to as a ‘frunk’). The main rear boot is well thought out, with 40/20/40 split-folding rear seats and, if you go for the Plus Pack, a load separator built into the boot floor.

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Comfort

A choice of fabric, faux leather, wool or Nappa leather seats is available on the Polestar 3, all of which are ethically sourced. We’ve sampled the Nappa leather upholstery that comes with ventilation and a decent massage function, and found them to be comfortable if not the most supportive seats for hard cornering. The wool finish is very zeitgeisty and nicely grippy, too.

There’s a huge array of adjustments for the seats, so it’s disappointing the steering wheel doesn’t come far enough out. The head rests are so firm, they reminded us of old-fashioned Volvo restraints from the 1980s.

The rear bench is well shaped and very comfortable, with even the centre passenger getting a bum indent. The rear floor is completely flat, and there’s enough room for three pairs of feet. Motor and road noise is well suppressed, although there’s a surprising amount of wind noise.

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Safety

Euro NCAP has awarded the Polestar 3 the maximum five-star rating for safety, no surprise considering the family connection to Volvo. It’s packed full of the latest safety kit including adaptive cruise control with automatic emergency braking, lane keep assist, road sign information, blindspot monitoring, a cross-traffic alert and a rear collision alert. Lidar will be available later in the Polestar 3’s life, bringing improved driver assistance.

What’s it like to drive?

If you pick the entry-level Polestar 3 Long Range Single Motor, you won’t be disappointed. With just one 220kW motor powering the rear axle, performance is well judged, and it feels just as fast as that 7.5sec 0-60mph claim. This version is significantly lighter than the twin-motor variants and you are rewarded with a tad more agility and pointiness in corners, as well as that crucially longer range (Polestar quotes 438 miles).

Step up to the Dual Motor models and performance increases to borderline supercar territory. With an additional motor driving the front axle, the total system power output stands at 360kW and acceleration is impressive. The regular Long Range Dual Motor accelerates quickly, if not as violently as some other EVs out there, and the Performance Pack feels even stronger. In the real world, it’s more than enough for any situation. We particularly like how the power is moderated, so if you put your foot down hard to overtake, it doesn’t just lunge forward, but acceleration builds up as the speed rises.

The most noticeable difference between the two versions is in the ride. The regular 3 rides softly, with good compliance and a touch of waft that makes for comfortable progress. It’s not quite as good as rounding off lumps as it could be, but it does at least handle typical B-road surface imperfections confidently, and potholes don’t throw it off course. The Performance Pack gives a much firmer, tightly controlled feel making you more aware of the road’s surface. We’d stick to the regular Dual Motor, and probably avoid the optional 21-inch wheels of our test car.

Polestar has worked hard to make the 3 appeal to the keen driver. Adjustable air suspension is standard on the twin-motor duo, allowing you to firm things up, and you also get a clever differential that can vary how much power each rear tyre gets, and which side has more regenerative braking. This helps tuck the nose into bends during braking and accelerating, boosting the agility of this 2.6-tonne SUV.

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It works well, and Sport mode suspension reduces lean and helps it feel impressively keen. It can’t quite match the physics-bending cornering forces of something like a BMW iX M60, although that’s a lot pricier and packed with even more chassis tech. Brake feel could be more natural, with a clear distinction between regenerative and friction braking, but it’s by no means the worst in class and you soon dial in to it.

We’d prefer a bit less weight and self-centring on the steering, although precision is good and you don’t feel totally disconnected from the road. But for motorways, it’s an ideal set-up, which in conjunction with the excellent lane-keeping technology means long-distance runs are stress free.

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Range and charging

All Polestar 3s get a 107kWh battery that’ll charge from 10-80% in 30 minutes on a 250kW rapid charger. A full charge from empty takes 11 hours, but that’s on an 11kW three-phase charger at home. Expect to add a few hours to that if you’ve got a typical UK domestic 7.4kW wallbox.

Pick the Long Range Single Motor for the maximum range of 438 miles, as verified by Europe’s WLTP standard. A regular Long Range Dual Motor 3 manages 395 miles of driving range, with the Performance Pack dropping this to 352 miles. Those figures are towards the top of the class, and should mean 300 miles will be achievable in the real world at motorways speeds.

What models and trims are available?

Just two core models are available – the Single Motor and Dual Motor – plus a range of packs and options. We’ve already talked about the Performance Pack, but there’s also the Pilot Pack and Plus Pack. The Pilot Pack adds semi-autonomous driving, with steering assist, lane change assist and parking assistance. Plus Pack adds an excellent 25-speaker Bowers & Wilkins stereo, soft-close doors, heated rear seats, a heated steering wheel, nicer seat fabric, the clever rear boot floor, 21-inch wheels and more.

Additional options include matrix LED headlights, 22-inch wheels and even a tow bar. The Polestar 3 will tow a 2,200kg braked trailer if you’re interested.

Does this new take on the luxury SUV have what it takes to beat some very impressive rivals? Should you buy a Polestar 3, or just go for the default choice Audi, BMW or Mercedes-Benz instead? Read on for our trusted Parkers verdict to find out.