Test Drive Review Polestar 3: Chasing the Pole Position

Finally! We were able to do our first seat fitting in the Polestar 3 at IAA 2023, and now the Polestar 4 has been introduced, but we still haven't been able to drive the 3. Rumors in the rumor mill blame Volvo, since with these two large SUVs, the Geely Group is starting a new generation of vehicles on the not entirely new SPA-II platform, the Scalable Product Architecture II, which is a heavily developed SPA platform for electric drives. For China, assembly in Chengdu started in February 2024, and Europe has to wait until October for vehicles from Ridgeville in the US state of South Carolina. Is it worth it?

We can't fully assess it yet, as some functions in our test vehicle were not yet activated, and the central display stopped functioning halfway through our test distance. It's a bit reminiscent of when we drove the Ocean on our shortened test route.

The Driving Experience: Wonderfully Dynamic and Crisp!

Nevertheless, we can already make some statements: Primarily surprising is how crisp the Polestar 3 drives. With the skillfully tuned chassis, the taut steering, and the thin, bony steering wheel, it makes the Mini Countryman look like a "giant." Despite its 4.9 meters of length and 2.98 meters wheelbase, the Polestar 3 drives more like a 4.4-meter compact SUV. But it was clear that the aim was to challenge none other than Porsche in terms of driving dynamics, and this statement, which we judged most critically, turns out to be true! Among the upper mid-range SUVs, the Polestar 3 is definitely one of the most dynamically engaging! The dual-chamber air suspension with active dampers is expertly tuned, allowing for switches between comfortable and firm settings; yet, we were always driving firmly and still comfortably.

The joyful turning and lane holding are supported by the electric torque-vectoring dual-clutch function on the rear axle. At low power demands, the rear motor can also be disengaged in our Long-Range All-Wheel Drive model, which helps with saving energy. This could work because, in urban stop-and-go traffic, though this is also demanding on electric consumption, the display showed 19.9 kWh/100 km net, which translates to roughly 21.9 kWh gross – not too much considering the circumstances.

This is also contributed by the standard heat pump, which allows for preconditioning the 111 kWh large, liquid-cooled lithium-ion battery. It should enable WLTP ranges of up to 650 km, but realistically it's more like 500 plus or minus x. For us, it would have been around 531 km. HPC charging can be done with up to 250 kW, which should complete the charge from 10 to 80% within half an hour. It's a pity that AC charging is only possible at 11 kW – a no-go in this class nowadays. At least: The Polestar 3 is already prepared for bidirectional charging. 800 volts would have been nice, but maybe that's something for the future through a facelift. However, that would require more than a simple SOA update...

360 kW (490 PS in old currency) and 840 Nm of torque are enough to shoot the 2.5-ton vehicle to 100 in five seconds and always offer plenty of power – up to a top speed of 210 km/h. Generous: The 2,200-kilogram braked towing capacity.

Interior: Nordic Elegance with a Distinctive Edge

The design is beyond reproach: It combines clear, angular elements to create a distinctly Nordic appearance both inside and out. While it takes cues from Tesla, Nio, and others, it interprets them in a skillfully Scandinavian way. We liked less the excessive use of Micro-Tec fiber material inside: it feels like being in a wetsuit with all the neoprene-like material, which doesn’t feel particularly premium. Put simply, it has a "wet look" which can appear attractive but also somewhat cheap. Nevertheless, it’s all consistent and very color-reduced, except for the yellow brake calipers, which is why we might order the belts in "Swedish gold" and different coverings anyway. However, everything is well designed and processed, and we suspect that the 1,610-watt Bowers & Wilkins system with its 25 speakers would also provide good sound.

What strikes us when browsing the configurator is that Polestar seems to have also aligned with Porsche's pricing: Because indeed, there are many unfortunately enticing packages and individual options that can easily push the base price of our Long Range Dual Motor from 85,590 euros towards six figures.

Gap Perfectly Hit

Unlike Porsche, however, the Polestar 3 can also be really practical: While the Frunk is somewhat small at 32 liters in the AWD version, there is an additional deep compartment in the rear. The rear seat backs can be split-folded, expanding the 484-liter trunk to up to 1,411 liters of load volume, which with up to 1.87 meters in load length and angular profile is well usable and, in our view, reads worse than it is.