Polestar started as Volvo’s performance arm before going its own way with a plug-in hybrid £140,000 sports car, the Polestar 1
. It then went all-in on electric power, leading to the thoroughly likeable Polestar 2 saloon. The Polestar 3 is its first attempt at a large, luxury electric SUV, going up against heavyweights like the BMW iX, Audi Q8 e-tron, and Mercedes EQE SUV. Unlike the closely related Volvo EX90, which squeezes in seven seats, the Polestar 3 is strictly a five-seater. The idea is simple: Volvo does practicality, Polestar does style and performance.
So, does it work? We tested the Long Range Dual Motor version to find out.
What’s hot
+ Stylish design and premium feel
+ Quiet and refined
+ Performance and handling
What’s not
– Infotainment system is frustrating
– Over-reliant on touch controls
– Boot space is smaller than rivals
Design and interior
Polestar has nailed the styling. With its sleek profile, sharp creases, and massive wheels, the 3 looks both futuristic and premium without resorting to the over-the-top aggression of some rivals. It’s not trying to look like a spaceship or an old-school muscle SUV — it just looks clean and modern.
Step inside, and that same ethos continues. The minimalist cabin is beautifully put together, with high-quality materials and an uncluttered layout. There’s a choice of leather, wool, or synthetic upholstery, and everything feels well thought out — apart from the infotainment system, which I’ll come back to.
The 3’s five-seat layout means there’s loads of legroom in the back, although headroom isn’t quite as generous as the BMW iX. The boot, at 484 litres, is on the smaller side compared to rivals, though there’s extra space under the floor and a small frunk under the bonnet for cables or soft bags.
Performance and driving experience
With 489hp and 840Nm of torque, the Long Range Dual Motor version is fast. 0-60mph (not 62mph, as everybody else measures) takes 4.8 seconds, which is more than quick enough for a big family SUV, and confirmed by the onboard computer that recorded my run at 4.9 seconds. The acceleration isn’t as brutal as some other EVs, though, with power delivery feeling more progressive than aggressive. That’s a good thing — it’s still rapid, but it doesn’t feel like it’s trying to tear your face off every time you press the pedal.
Polestar has tuned the 3 to feel sporty, and it does a decent job. The standard adaptive air suspension means it handles better than you’d expect for something weighing 2.7 tonnes, and the rear-biased all-wheel-drive system gives it an agile feel through corners. Torque vectoring on the rear axle helps rotate the car through bends, making it feel surprisingly nimble, which is more than a coincidence as that’s the name of one of the suspension modes. Alongside Nimble, there’s also Comfort and Firm, but the differences between the three are subtle. It’s still a big SUV, so don’t expect sports car-like handling, but it’s more engaging than the Audi Q8 e-tron and a bit sharper than the Mercedes EQE SUV.
Where the Polestar 3 really shines is on the motorway. It’s exceptionally quiet — wind noise is minimal, the optional noise-cancelling system drowns out whatever road noise gets through, and the suspension keeps things smooth. It’s genuinely a wonderful car to cover long distances in.
Efficiency and range
All versions of the Polestar 3 come with a 107kWh battery, giving the Long Range Dual Motor version an official 390-mile range. That’s good but not class-leading, sitting somewhere between the BMW iX (426 miles) and Audi Q8 e-tron (305 miles). If my real-world driving is anything to go by, expect more like 290–320 miles.
When it comes to charging, the 250kW rapid-charging capability means you can go from 10-80% in about 30 minutes if you find a fast enough charger. A full charge at home using a 7.4kW wallbox takes around 15 hours, so you’ll be fully topped up each morning unless the battery has dropped really low.
Infotainment and tech
Here’s where things get frustrating. The 14.5-inch touchscreen looks great, and the Google-based system is mostly intuitive, but it controls almost everything. Want to adjust the mirrors? That’s in a menu. Steering wheel position? Also buried in a menu. Even basic climate controls require tapping around on the screen.
When stationary, it’s fine, but on the move, it borders on dangerous. Trying to open the efficiency screen on the M11, a slight bump as I stabbed at the screen meant the hazard lights came on instead. And because I had to look at the road, they stayed on for a few moments until I could safely look back at the screen. That shouldn’t be able to happen. It’s frustrating and dangerous for me and a confusing distraction for other road users.
With the safety experts at Euro NCAP saying they’ll insist on physical controls for key functions if a car is to receive a five-star safety rating, hopefully, the tide is turning.
That said, the system is fast, responsive, and has excellent voice control, thanks to Google Assistant integration. There’s also a crystal clear 9.0-inch driver display — one of the best displays in any car — that stays fixed to the steering column, which is a nice touch. A head-up display is standard, and the optional Bowers & Wilkins sound system is fantastic if you’re into high-end audio.
And the Polestar 3 is loaded with driver assistance and safety features. You get adaptive cruise control, lane-keep assist, blind-spot monitoring, road-sign recognition, and a rear-collision alert as standard. Disappointingly though, Polestar’s Pilot Assist (a more advanced cruise control with a lane centring system) is an optional extra rather than included as standard.
Polestar 3 verdict
The Polestar 3 is a well-rounded, stylish electric SUV that does a lot right. It’s spacious, comfortable on long journeys, and drives with more enthusiasm than you might expect from something this big. The range is decent, the charging speeds are quick, and the interior feels genuinely premium.
However, it’s not perfect. The reliance on touch controls is annoying and potentially unsafe, and while rear passenger space is great, the boot is smaller than you’d hope for in a family SUV. It’s also not cheap — our car costs £75,900, not including the £13,300 of options, putting it in line with premium German alternatives rather than undercutting them.
If you like the idea of a Scandinavian take on the electric SUV, don’t mind a frustrating user interface, and don’t need a massive boot, the Polestar 3 is definitely a compelling option, especially if style and refinement top your priorities. But if you want something with a bit more practicality or longer range, the BMW iX is a better bet.
Model tested: Polestar 3 Long Range Dual Motor
Price: £75,900
Average Joes Rating: ★★★★☆
He is the founder of Huff Media, publisher of Professional Pickup, Professional Van, Average Janes, Average Joes, and CALIBRE. His work focuses primarily on light commercial vehicles, pickups, and real-world vehicle use, with much of his time spent on manufacturer launches, industry events, and long-term vehicle testing.