Polestar 3 2025 review

On sale in Australia now, the pricing situation is fluid. And complicated.

The first Polestar 3 to arrive is the Long Range Dual Motor (LR DM) model, and that kicks off from $132,900 (all prices are before on-road costs), putting it right in the centre of its EV SUV competitor set.

Next year, we should see a Single Motor and perhaps even Standard Range options added to the series, which should provide more affordable choices for luxury SUV consumers.

For now, however, it’s up to the sole LR DM model to do all the heavy lifting.       

Features a large-touchscreen multimedia system with wireless Apple CarPlay/Android Auto.

Along with the expected LED headlights, keyless entry/start, climate control, a large-touchscreen multimedia system with wireless Apple CarPlay/Android Auto, heated front seats with memory and 20-inch alloy wheels among other gear, it comes with really good stuff, like all-wheel drive (AWD), air suspension with active dampers and Brembo performance brakes. This is an engineer’s EV SUV specification.

You’ll also find very Scandi-esque recyclable and animal-free technical weave upholstery that’s actually quite lovely.

And, being part of the VCU –Volvo Car Universe – means the Polestar 3 is a safety superhero, with most of the driver-assist tech you can think of. Check out the safety section below for more details.

Now, all of the above should apply to all Polestar 3 LR DM models – we think. It may change.

20-inch alloy wheels.

But the initial shipments from China consist of the Model Year 2024 Launch Edition (LE), the only model we’ve driven so far, which includes equipment that – when stocks run dry – may or may not be optional in the 2025 Polestar 3 LR DM that’s orderable right now via the company’s website.

At the time of publishing, no decision has yet been announced.

If you’re lucky to have scored an MY24 LE, it adds the 'Pilot Pack' option with a 360-degree/3D-view camera, 'Pilot Assist' that centres the car at speed right in the middle of the lane, lane-change assistance that moves the car into a lane automatically and advanced high-speed lane keep capability.

Comes with a heated steering wheel.

There's also heating for the steering wheel/rear seats/wipers, a powered steering column, air filter, soft-close doors, an infra-red windscreen to cut cabin heat soak, privacy glass, a head-up display, 360-degree view camera, parking assist, lane-change assistance and a block-rocking 25-speaker audio upgrade that includes headrest speakers as well as active noise-cancellation tech. And more.

Most of the latter equipment is normally part of a $9000 'Plus Pack', meaning the MY24 LE represents more than $15K’s worth of extras for the base price, and may not apply to the MY25 LR DM models.

Note, too, that if vegan upholstery isn’t your vibe, the Nappa option switches that out for leather, vented and massaging front seats and more, for $7500 extra.

You’ll find very Scandi-esque recyclable and animal-free technical weave upholstery that’s quite lovely.

Plus, there’s a $9000 'Performance Pack' (from $41,900), which adds a bit more power and racier-tuned suspension, along with 22-inch alloys. Most of the Polestar 3 photography you see is centred on this model.

Of course, paying 10s of thousands of dollars above base for desirable options is playing the German game, and that’s exactly where the Polestar 3 intends to win against the similarly priced and positioned BMW iX, Porsche Cayenne, Mercedes EQE and Audi Q8 e-tron, as well as others like the Lexus RZ 450e and Genesis GV70 Electrified.

Even down to releasing the inevitable LE.

Where the Polestar 3 really differs from its medium and large premium SUV rivals, though, is in styling and packaging.

With a lower roofline than usual, you might be wondering if it’s SUV-easy getting in and out of the Polestar.

Well, the answer is yes, because the 3 is physically quite a large car, anyway. Don’t forget, that floor is at least 201mm off the ground. And once sat inside, there’s no shortage of space, even if you’re wearing a hat or boasting a beehive.

The seating position is comparatively relaxed and reclined for this sort of vehicle, though you’d never call it tight or cramped. The fast windscreen angle and pillars also contribute to a low and sporty feel. But there’s also enough headroom to sit bolt-upright as well. The choice is yours. Which of course is the company’s intention here.

And we challenge anybody to show us a more sumptuously comfortable pair of front seats. Or cooler set of door mirrors, which are a work of art in themselves.

Now, given we’re in a Launch Edition model with Nappa leather, bombastic symphonic audio complete with cocooning levels of active sound-deadening and most everything else thrown in including a glass ceiling, the 3’s interior ambience and aroma are suitably luxurious, but not in a tired, clichéd way.

We applaud Polestar’s decision to be adventurous with recycled materials, harmonious hues and interesting textures.

The modern, fresh dashboard deserves to be singled out.

While shamelessly Tesla-esque in design and typically Swedish in its solid, sensible and minimalist execution, we applaud Polestar’s decision to be adventurous with recycled materials, harmonious hues and interesting textures, with all claimed to be either thoughtfully procured and some wholly vegan.

The 14.5-inch touchscreen looks and feels particularly lush, and is designed to be intuitive as well as fast-acting. Which it is after familiarisation due to configurable hot-key shortcuts for the important stuff without the need for menu-diving. And that’s just as well, as access to most of the vehicle’s operations lay within the screen.

However, in two test cars we sampled, some of the inputs stalled or simply would not operate; the explanation blaming pre-production model glitches. Otherwise, it worked easily and logically.

Speaking of sensible, we could not fault the effective ventilation and ample storage, either.

So far, so good. And then we sat in the back.

The Polestar 3’s rear bench is nicely angled, and features a sufficiently padded and supportive cushion.

At nearly five metres long and two metres wide, there’s more than enough room, even for larger folk, helped out by a deep, flat floor courtesy of the electrified skateboard platform, providing space to stretch. There’s definitely a bit of Tardis trickery going on in here.

The Polestar 3’s rear bench is nicely angled, and features a sufficiently padded and supportive cushion. Most amenities are present, including access to climate controls, USB ports, cupholders and plenty of storage.

What really stands out, though, is how unexpectedly wide-bodied-jet the gentle curvature of the sides seems, allowing you to see around and beyond both sides of the front seats. It imbues a new and unusual sense of travel. Like in a 787 Dreamliner – business class, of course. Especially when the ambient lighting makes itself known.

We’re not fans of the glass roof with no sunblock shade. Australia is too hot a climate for that. Apparently, a solution in the form of an optional clip-on screen is coming soon.

And the lack of grab handles is a misstep in an SUV with such sporting aspirations. Is the one gripe related to the other?

Further back, the cargo area is long and wide, though a bit shallow – unless you remove the floor to discover a massive well underneath.

Capacities are 484 litres up to the rear seat backs, 597L up to the ceiling and 1411L with the rear seats folded. Plus, there’s another 32L under the bonnet, though that’s probably best left for charging cables.

Note there is no spare wheel of any variety – just a tyre inflation kit. Not good enough, Polestar.

Still, the interior is a bit of a knockout. Isolating, pampering and architectural in presentation, in this loaded-up LR DM LE at least, the 3 delivers on the high-tech luxury SUV promise.

But what of the EV bits?

As the Dual Motor name suggests, a pair of permanent magnet synchronous motors are fitted to the AWD Polestar 3 – one on each axle. A rear-motor disconnect clutch enhances efficiency.

Both motors make 180kW of power and 420Nm of torque, while the Performance upgrade ups those to 200kW and 490Nm, respectively.

Total standard outputs are 368kW and 840Nm, for a 0-100 time of a handy 5.0 seconds, on the way to a 210km/h top speed. Need more? The Performance Pack Launch Edition ups those numbers to 380kW, 910Nm and 4.7s to a hundred flat out.

That SPA2 architecture is a skateboard platform with wheels on each corner, held up by double wishbones up front and an integral link rear end. For now, air suspension is included in all Polestar 3s, though that will likely be optional in the SR SM grades. 

A 111kWh 400V lithium-ion battery pack is nestled down low, helping create a 50/50 weight distribution. Braked towing capacity, by the way, is 2200kg.

Among other tech advancements is a new torque vectoring system to make this 2.6-tonne hippo flitter about like a hummingbird.

Polestar reckons the Long Range Dual Motor 3 offers a provisional WLTP range of up to 631km, while the Performance pack pegs that back to 561km. There is no data as yet on what the coming Single Motor and eventual Standard Range versions can achieve.

Under the same testing protocols, energy consumption is rated between 19.7 and 21.8 kWh/100 km. Add about 10 per cent for the more-muscular version.

A larger-than-usual 111kWh battery does require a lot of charging. With an 11kW AC Type 2 charger on board, you’ll need about 55 hours to fully replenish that.

Polestar offers a 7.4kW single-phase charger for under $3000, and that needs under 18 hours, while a 22kW three-phase charger for under $4K cuts that to under 12 hours.

Meanwhile, with up to 250kW of DC charging ability, a 50kW DC public charger needs over 1.5 hours to go from 10-80 per cent full, or under one hour using a 100kW outlet.

No official crash-test ratings have yet been divulged.

But the Polestar 3 is expected to follow the existing Polestar 2 with a maximum five-star result, thanks to active and passive safety tech that’s right at the forefront of the industry.

These include 'Advanced Driver Assist Systems' (ADAS) featuring nine exterior cameras, two interior cameras and a dozen ultrasonic sensors anticipating and preparing for the worst.

Collectively they help provide AEB vehicle-to-vehicle collision avoidance/mitigation with cyclist and pedestrian detection, cross-traffic alert/braking, blind spot alert with steer assist, lane departure warning/assist, oncoming lane mitigation and torque-vectoring cornering control.

There's also run-off road mitigation, post-impact braking, night-time collision warning, occupant detection, rear-collision warning/mitigation, taillight warning sequence and adaptive cruise control with full stop/go functionality.

The Polestar 3 is expected to follow the existing Polestar 2 with a maximum five-star result, thanks to active and passive safety tech.

Plus, there is electronic stability control, traction control, trailer stability assist, understeer control logic, road-sign info, a driver-alert monitoring and tyre pressure monitors.

At the time of publishing, ADAS and AEB operating parameters were not as-yet available.

On the passive front, nine airbags are fitted (front, side, inner-side, curtain and knee), anti-whiplash head restraints, alarm with interior motion sensors and post-collision automatic door unlocking.

The rear seats include ISOFIX mountings as well as child-seat latch points.

That the Polestar 3 has been co-developed with the Volvo EX90 also helps. This is about as safe as motoring gets in 2024.