Driving Report Polestar 3: Brother Lightfoot

Finally, it’s here – practically at the same time as the Polestar 4, which was actually planned for later. It should have been on the market a long time ago, like the Volvo EX90, but software issues caused some delays. Currently (mid-September 2024), production of both starts at the Volvo plant in South Carolina.

Our first impression and that of the Volvo EX90 is confirmed: In the upper segment of electric mid-sized SUVs, the Polestar 3 clearly belongs to the nimblest alternatives. Unlike the Volvo, it is only designed as a five-seater, but with a length of 4.9 meters and almost three meters of wheelbase, it offers an extremely spacious interior for five.

Prices start at just under 80,000 euros gross

Quick facts: The Polestar 3 starts as a 220 kW rear-wheel-drive model from 78,590 euros gross. Above that are two all-wheel-drive versions with 360 kW or 380 kW Performance, costing 85,590 and 92,190 euros respectively – those who order by 15.11.2024 will receive a 4,000 euro discount. This positions Polestar alongside German premiums, offering many customization options, allowing the price, especially for the high-performance all-wheel-drive models, to easily reach six figures.

Fundamentally, the rear-wheel-drive version has a longer range than the all-wheel-drive versions, which, to save power, become front-wheel-drive when full propulsion is not needed – switching off the rear motor. With a gross capacity of 111 kWh batteries, this allows for up to 650 kilometers according to WLTP (the EX90 with its 101 kWh battery reaches “only” up to 580 kilometers). In net terms, this leaves 107 kWh available.

Strong range thanks to a large battery

Interesting: The Long Range Dual Motor also reaches up to 631 kilometers, while the same model with the Performance package only manages 561 kilometers according to WLTP... of which realistically about 400 are likely: After we were able to drive just this model in pouring rain and temperatures around six degrees Celsius through the Bavarian pre-alpine region – never using the 210 km/h top speed, the display showed 24.7 kWh/100 km – which would be about 27.2 kWh/100 km gross. This means the Polestar 3 is not exactly for the frugal-minded. Colleagues who drove in better weather report 22 to 23 kWh/100 km net, which would be 24.2 to 25.3 kWh/100 km gross. This seems plausible, as Polestar itself states 22.1 kWh/100 km according to WLTP. It’s better to forgo Performance, then the data sheet shows 18.9 (base) or 19.8 kWh/100 km...

So, we would have reached 393.4 kilometers, better to assume 350 in the deep winter, but in the summer it can be a real 460 kilometers plus x. For the weaker models, it might even be 400 to 500.

The chassis filters out a ton of weight

For this, the Polestar 3's 380 kW (517 PS) and up to 910 Nm of torque make it feel so light-footed that it seems to weigh rather 1,584 kilos instead of 2,584. The steering feels slightly synthetic in all three "hardness grades," but is always taut and pleasant. And on loose gravel, it allows for subtle rear-end swings despite ESP, and can be happily thrown into tight country road curves. The claim of orienting itself to Porsche in terms of driving dynamics is undeniable. And yes, the EX90 also drives swiftly, but the Polestar 3 surfs even more nimbly through the curves here. The adaptive air suspension with triple adjustable dampers helps, always working tautly but never uncomfortably, damping and springing!

Sound? You can have it if you choose the expensive Bowers & Wilkins system

Accompanied by the 6,000 euro, 1,610-watt Bowers & Wilkins sound system with 25 speakers, which is similar to the one known from the EX90 and can also provide powerful sound here. We think it's worth it in this class, as well as considering the fragrant Nappa leather, if you don't want to sit on something that feels cheaper and neoprene-like recycled material. Don't like leather? Then wool from animal-friendly husbandry would be an alternative. Add a touch of chrome and wood, otherwise, the Polestar 3 seems a bit too subtly furnished...

The infotainment system with a 14.5-inch vertical screen is also known from the EX90. It is, so much can be said in advance, more intuitively usable than the landscape format screen in the Polestar 4, which is based on Geely's SEA1 (scalable electric architecture) and uses slightly different software. In the background, Qualcomm and Nvidia have been active, allowing the Polestar to quickly calculate and re-plan routes, but still offering (too) many submenus to adjust various details. At least there is a classic rotary knob for the sound - thanks for that!

Polestar has kept a few aces up its sleeve for certain points

Not all arrows have been shot when it comes to charging: for now, 400 volts must suffice (according to CTO Lutz Stiegler, they practically already have 800 volts in reserve). According to Stiegler, the 400 volts have several advantages: firstly, you can more easily charge bidirectionally, secondly, a fundamentally cheaper and lighter architecture around cables and such suffices for 400 volts, thirdly, it allows better use of Tesla's "Supercharger" network in the USA, and fourthly, high charging peaks for extreme fast charging cost compromises elsewhere, according to Stiegler. Nevertheless, the Polestar 3, with up to 250 kW peak charging power, is by no means a slow charger! In 30 minutes, the giant battery should have been charged from ten to eighty percent SOC again... it's just a shame that for AC they've initially settled for 11 kW. That can then take six to seven hours... the heat pump is standard equipment anyway.