Polestar 3 Review

You’ve probably noticed these sleek, whisper-quiet cars gliding past with a star-shaped badge and thought, “What on earth is that?” That would be Polestar — an all-electric brand born from Volvo but now confidently standing on its own. With its Scandinavian design language, a different kind of car culture is budding from the brand and it has an enthusiastic following.

Enter their third model, the Polestar 3, a fully electric SUV that promises originality in both its driving experience and design. It’s a really interesting car, in that it’s soberly serious about wanting to be performative, in a sporty fashion, but also wants to be fiercely practical. So after driving this particular model, with the Performance Pack, we are able to pass our verdict about this interesting addition to the ever-growing electric vehicle range.

Design

Parking the Polestar 3 in any car park quickly reveals two things. Firstly, it turns heads — people stop and study it. Secondly, it’s simply better-looking than almost every other SUV on the road. It’s surprising how many of the latest SUVs resemble nothing more than inflated hatchbacks, abandoning any pretence of adventure or ruggedness in their styling. The Polestar 3 carries a flare of rugged futurism. Its sharp lines contour cleanly around the sides, and the front nose is particularly assertive, defined by crisp creases, a wide stance and the SmartZone panel — a cluster of cameras and sensors where a grille would traditionally sit. There’s something a bit spaceship about it, with the signature Thor’s Hammer headlights that frame the face with confidence, while black trim around the lower sections reinforces a rugged character. At the rear, the full-width LED light bar flows seamlessly into the window without a break, amplifying the futuristic impression, and all the lights animate upon entry and exit. Then there are the frameless side mirrors, tiny jewel-like details that look exquisite while also being practical (and, refreshingly, free from spiders setting up home behind the glass).

Yes, it’s a big car (4900mm in length by 1614mm in height and 1968mm in width), but it wears its size with discreetness in a sporty, coupé-like silhouette. Details like the hood vent and rear spoiler aren’t just for show either; they serve a genuine aerodynamic purpose rather than being decorative sealed-up afterthoughts. Walk around the Polestar 3 slowly, take in the sculpting and the smaller touches, and you’ll see how considered it all is, like the pop-out more traditional-to-operate door handles, and the rear boot unlock button which has been consigned to invisible status by being placed under the ridge above the licence plate (for good reason as we were able to open it with a foot gesture almost every single time we tried which, in our experience, isn’t normal for these systems!) — the 22-inch Performance alloys with Swedish gold Brembo brake calibers tucked behind are also charming to look at. Forged rather than cast, these alloy wheels glisten beautifully in sunlight all day, catching reflections across their sharp, sculpted spokes. Lighter and stronger than conventional alloys, they’re also supposed to enhance handling and road contact; it feels like nothing exists without reason.

Polestar’s exterior colour palette is also worth a mention. Rather than shouting with dozens of loud options, the selection is restrained and deliberate and very Apple-like in its tone and curation. Think clean whites, soft silvers, faint blues, and sophisticated greys, each chosen to complement the sharp lines rather than distract from them. It’s less about trend-driven shades and more about timeless finishes that let the design itself shine.

Interior

Closing the soft close doors reveals an interior and exterior that are harmonised; it doesn’t feel like two separate design teams came together at the end. Instead, the same philosophy of thoughtful minimalism is literally threaded across the entire car. Everywhere you look, there’s consistency of intent. The Polestar 3 is a car you look forward to getting back into. Natural light floods in through the panoramic glass roof in the day, bringing out all the textures and tones inside. At night, minimalist ambient lighting along the doors and dash illuminate, though it’s not quite the showpiece as it is in the Polestar 4.

It’s an all-vegan party on the inside, but the materials don’t just tick green boxes, they have visual depth and a tactile personality. Many are recycled and introduce textures you wouldn’t expect in a luxury SUV, giving the cabin a sense of discovery. The dashboard top is wrapped in a soft knitted fabric that feels warm and welcoming, while the door cards use contrasting weaves, which are a little firmer to the touch in places, almost like structured upholstery alongside softer patches. Lower down there are a few bits of harder plastics that we’d rather not see, but all in all, it does feel more crafted than slapped together.

We’d probably go for the lighter interior instead of this darker charcoal — it must really let the daylight accentuate the calm, thoughtful vibe. The back seat is probably the best spot to soak it all in. There’s a huge flat floor, so you can really stretch out, plus they’re separate climate controls and heated seats for rear passengers. The middle seat is surprisingly roomy, you won’t feel squished — though it’s not quite as plush as the other seats, and you might want to bring a cushion along for extra back comfort. This seat folds down in part, making room for longer items like skis or an Ikea flatpack to slide in from the boot, and it also has two handy retractable cupholders. All the door bins are big enough to hold a regular metal water bottle lying on its side, but unlike some rivals, such as the Genesis GV60, there aren’t any cupholders built into the doors.

Our trim features the MicroTech seats (a bio-attributed vinyl with a smooth finish). They’re quite tricky to photograph, but in person they look a lot like leather and feel a bit more like Nubuck-style leather when unpolished. Importantly, MicroTech has proved to be comfortable both front and back; and the bolsters hug you into place. One quirk, the material is strangely affected by certain fabrics touching it, causing a slight greyish discolouration. At first we thought it was dirt, but it actually appears to be some sort of static reaction with the material, as wiping these marks with a microfibre cloth made them immediately disappear. Both the passenger and driver’s seats are fully electric, with memory function for the driver supporting up to six profiles, and it automatically adjusts upon detecting said person’s digital key. In fact we added the digital keys to our iPhones and Apple Watches, and the Polestar 3 instantly came to life each time we approached.

In the driver’s seat, buttons give way to a large 14.5-inch portrait touchscreen and a driver display. The steering wheel is exceptionally comfortable, with a chunky rim, sculpted thumb rests, and soft-touch vegan material that balances smoothness and grip. The floating central column provides ample space underneath for bags, while the column includes two hide-able cupholders and an armrest covering a storage bin large enough for a Canon camera with two lenses. A wireless cooled phone charger ensures stable charging, though adding a MagSafe magnet would help keep iPhones in place during more enthused acceleration.

The Polestar 3’s boot offers a hefty 597 litres of space, including 90 litres tucked neatly under the floor—perfect for storing charging cables or jackets. Up front, you get an extra 32 litres of storage under the bonnet (the frunk), featuring a clever iPad-style Smart Cover that flips open and shut smoothly and feels like it’ll last much longer than typical plastic lids.

Infotainment & Bowers & Wilkins Speakers

The screen itself is excellent! Crystal clear, with vibrant colours, wide viewing angles, minimal reflection from bright light, and quick responsiveness, offering the fluidity and low lag of a modern iPad. Everyday tasks like adjusting the dual-zone climate control are straightforward, though it’s worth noting they rely entirely on touch. The voice option helps here: speaking to Google Assistant is seamless and makes finding directions or adding stops mid-journey almost stress-free. Oddly, you can’t use it for certain basic car functions, like opening the glovebox, which feels like an oversight.

Access to the Google Play Store is a huge plus. It means you’re not locked into a walled garden of car-specific apps, but instead have access to proper, regularly updated versions of Spotify, YouTube Music, or even productivity and navigation tools. In practice, this makes the car feel even more like it evolves over time, rather than being stuck with whatever software it shipped with. Generally we use wireless Apple CarPlay, which connects instantly every time we step into the car, with no delay or negotiation needed. It’s also the largest CarPlay interface we’ve seen, taking up almost the entire screen!

Powered by Android Automotive OS with a Polestar developed interface, the software has characteristics that remind us of using WebOS on an LG TV. Features sit in a row at the bottom of the screen and carousel over time. It’s an interface that mostly works, with some navigational quirks, but the core settings are comprehensive enough and very to the point, so you can quickly adjust everything, including driving, interior lighting, pilot options and driver-assistance features ranging from lane-keeping sensitivity to adaptive cruise behaviour; so the Polestar 3 can be as laid-back or as alert as you prefer. Moreover, there aren’t sub-menus within sub-menus here; it’s mapped out plainly and we rather like that. It’s also evolving with over-the-air updates adding further features to the car itself, like self-parking or what Polestar call ‘Park Assist Pilot’. So the car keeps improving.

What we don’t fully understand is why the touch sensitive steering wheel buttons aren’t mappable. The left two adjust the speed when in Pilot Assist (adaptive cruise control) and the right ones allow you to adjust the driver’s display view, which has three modes. Calm mode – a minimalist layout showing only the basics like speed, battery level and range. Map mode – overlays full-screen navigation behind the dials, so your entire journey plan lives directly in front of you, with turn-by-turn guidance framed by essential driving data. Surround mode – provides a stylised visualisation of your car in relation to surrounding traffic: this is useful for a quick glance at what’s around you, though more of a futuristic flourish than a primary driving aid. The HUD mirrors the essentials from whichever mode you’re in, layering speed, current speed limits, and navigation arrows onto the road ahead. Together, the two displays strike a balance between clarity and immersion: the driver display gives you depth when you want it, while the HUD makes sure the crucial details are always where your eyes already are, on the road.

One of the highlights of the Polestar 3 is the Bowers & Wilkins audio system. With 25 high-performance speakers producing 1,610-watt total output, Dolby Atmos, and active road-noise cancellation, it’s already impressive straight out of the box. But enabling the Abbey Road Studios mode takes it to another level. The clarity and layering of instruments is staggering, and the system lets you tune the Abbey Road effect between a more “live” or more “energetic” presentation depending on your taste. Skipping through Polestar’s demo tracks was mesmerising, and a highlight is when we put on The Beatles’ ‘Abbey Road’ album and the experience genuinely felt like being in the studio, with each strum, harmony, and vocal shift presented with spine-tingling detail. The best audio experience we’ve ever had in a car!

Range & Charging

The efficiency of this particular Polestar 3 is better than we expected. Despite weighing 2.7 tonnes and being the top-spec performance model, with the air conditioning running during the day, and heating, plus heated seats, at night, the Polestar 3 achieved around 2.33 miles per kWh, giving a total range of roughly 249 miles. But opt for the entry model long range single motor edition and its same 111kWh battery is likely to get around 350-400 miles, so it depends on what you prioritise, range or performance? In fact, this very model recently achieved a Guinness World Record for the longest distance travelled by an electric SUV on a single charge, covering 581.3 miles!

Charging is impressive: its 400V architecture can take up to 250kW, meaning you can go from 10% to 80% in around 30 minutes from a capable charger. For a vehicle of this size and with the performance pack, those are strong numbers that make longer journeys much more practical than you’d probably think.

The Drive

We headed to North Cornwall, and the first stretch of road was dual carriageway; perfect for testing cruising at 70 mph. In the Polestar 3, that speed felt far slower than it actually was, thanks to an almost uncanny cabin quietness. The combination of active noise cancellation using cabin microphones, double-glazed windows and extensive insulation, creates a serene cocoon letting you focus on the drive without distraction. It has a comfortable driving position, has great visibility and, most importantly, is smooth. The active air suspension system is particularly impressive when going in a straight line for long durations, giving the impression of floating, with no stress or vibration making its way into the cabin.

Turning off the dual carriageway and climbing towards the Bodmin moorland paints an entirely different dynamic. The excitement comes from how responsive and composed this large SUV feels when pushed, delivering genuine driver engagement rather than just engineered sportiness, and, despite its size, the Polestar 3 manoeuvres with the agility of a much smaller car. On twisty, uneven roads peppered with steep inclines and blind crests, the Polestar 3 reveals itself to be far livelier than its size suggests. With an all-wheel-drive system and Performance Pack delivering 380 kW (510 bhp) and a mighty 910 Nm of torque, the 3 tackles corners with composure and surprising nimbleness, aided by a torque-vectoring device on the rear axle that can send up to 100% of power to either rear wheel. This system gently pushes the car around tight bends, helping set you up for a better corner exit, giving a sensation a little reminiscent of the wheel-at-each-corner feel of a MINI. The steering is another highlight. Real, tangible feedback comes through, giving you a sense of the road surface without ever feeling heavy, vague or artificial. All of this feeds a near-perfect balance of comfort and involvement, making every drive genuinely enjoyable.

Throughout our week of driving, when we reached towns and tighter roads, the Polestar 3 continued to surprise. Parking feels uncharacteristically unchallenging, aided by crisp steering response, intelligent wheel placement and a suite of cameras offering a crystal-clear 360-degree view with accurate guidance lines. Tight spaces and awkward angles that would normally intimidate in a SUV of this size become simple, making it one of the easiest large EVs to manoeuvre.

On paper, the Performance Pack, with harsher qualities, sheer weight and sizeable alloys, suggest the ride should be punishing. In reality, this version of the Polestar 3 is quite supple and comfortable, with that engaging edge. You can sometimes tell the chassis is tuned to be stiff when travelling more slowly, but the advanced air suspension system constantly samples inputs from the road, car and driver up to 500 times per second, actively pre-empting bumps and smoothing even the roughest Cornish backroads. Hidden ridges and potholes that would unsettle other heavy EVs, are absorbed with remarkable composure, delivering reassurance without dulling the sense of connection.

With a towing capacity of 2,200 kg and the practicality expected from a flagship EV, the Polestar 3 is versatile as well as entertaining. Positioned against rivals like the Porsche Macan (probably most similar in terms of driving dynamics), BMW iX, Audi Q8 e-tron, Mercedes EQE SUV, and Volvo EX90, it establishes itself as not only a compelling alternative but a more engaging one to drive.

Verdict

The Polestar 3 is a lot more than just a large electric SUV — it effortlessly combines refinement, comfort and genuine driving enjoyment in a way that feels special, especially on the challenging rural roads around Cornwall.

This SUV embraces its size with practicality, offering a spacious cabin where even the tallest rear passengers will find ample room, and a generously sized boot for all your gear. Scandi cool isn’t just a passing trend here; it’s a genuine design ethos that delivers a restful, uncluttered interior where nothing feels wasted or overdone and an infotainment and sound system that really impresses. Yet Polestar refuses to let this larger footprint translate into cumbersome handling: especially with the Performance Pack, the Polestar 3 feels athletic and eager, launching its extraordinary acceleration confidently into twisty country bends with a composure rarely found in vehicles of this size.

Ultimately, the Polestar 3 offers a rare and compelling combination: a large SUV that feels connected, capable and genuinely fun to drive across virtually every scenario.