Anthony Fongaro
“Is that a Volvo?” You’ll hear that a lot when rolling up in a Polestar 3. And it’s a fair question. Once upon a time, Polestar was to Volvo what AMG is to Mercedes—an in-house performance skunkworks crafting high-horsepower Swedish sleepers.
But times change. Polestar is now a standalone brand under Geely’s ever-expanding empire, staking its claim in the high-stakes world of electric luxury. First came the Polestar 1, a high-dollar, high-performance hybrid coupe. Then the Polestar 2, a direct shot at Tesla’s Model 3.
Now, Polestar has entered the SUV arena with the Polestar 3, an electric luxury hauler aiming squarely at the Genesis GV70 Electric and BMW iX. Sleek, futuristic, and dripping in Scandinavian cool, it should be a slam dunk. But as I spent a week navigating its tech-heavy cockpit and puzzling over its key card quirks, I found myself asking—is this the future we really want?
Minimalism Taken Too Far? The Startup Conundrum
Sliding into the Polestar 3’s interior feels like stepping into a high-end Nordic furniture showroom. Clean lines, premium materials, and a striking 14.5-inch touchscreen that seemingly controls everything. No clutter, no distractions—just pure, unfiltered minimalism.
And that’s great… until you try to start the car.
There’s no start button. Instead, you’re expected to sit down, grab the key card, and shift into drive. Simple, right? Except, no. The car refused to recognize the key. I tried flicking the gear stalk again. Nothing. After a few frustrating minutes of trial and error, I placed the key card on the wireless charging pad—suddenly, the car woke up.
Great! Now, let’s adjust the mirrors. Except… that’s also in the touchscreen. Want to tweak the steering wheel? Touchscreen. I get the pursuit of clean design, but at what point does minimalism become overengineering?
The Drive: Power, Presence, and a Surprising Reality Check
Once I finally hit the road, I could feel the Polestar 3’s dual-motor system flexing its muscle—489 horsepower and 620 lb-ft of torque launch this nearly 6,000-pound SUV from 0-60 mph in around 4.5 seconds. Impressive, but you feel the weight, especially in tight corners.
Thankfully, active air suspension and torque vectoring keep it composed, offering a smooth, refined ride even over rough city streets. Adaptive cruise control is intuitive, and one-pedal driving is dialed in just right.
But then I glanced at the range.
At 80% charge, the Polestar 3 estimated just 170 miles. That’s over 100 miles less than Polestar’s advertised 270+. Even with regenerative braking engaged, I never saw more than 210 miles at 83% charge—with climate control off.
That’s a problem. Range anxiety is real, and when a high-end EV doesn’t deliver what it promises, it raises eyebrows.
A Design Masterpiece with Frustrating Flaws
Step outside, and the Polestar 3 is a stunner.
- The SmartZone panel up front houses cameras, radar, and even LiDAR for advanced driver assistance.
- Razor-thin LED headlights and aerodynamic vents give it a futuristic edge.
- The full-length LED light bar at the rear adds a dose of cyberpunk cool.
It looks every bit the premium Scandinavian spaceship, especially in Magnesium paint with 22-inch wheels and copper brake calipers.
But then there’s the key card issue.
I could not—no matter what I tried—get the Polestar 3 to lock using the key card. Holding it to the flush door handles? Nothing. Walking away? Still nothing. Maybe it’s a one-off glitch, but at this price point, I expect seamless functionality.
Tech, Comfort, and a Hint of Overcomplication
Inside, Polestar packs in high-end touches:
- Pilot Pack: Pilot Assist, a 360-degree camera, and one of the best head-up displays I’ve used.
- Plus Pack: A Bowers & Wilkins sound system, soft-close doors, and heated rear seats.
The infotainment system, powered by Google’s Android OS, is bright, crisp, and fully integrated with YouTube, Google Assistant, and voice controls. But again—everything is digital. Even the climate control buttons require screen navigation.
And here’s an odd quirk: only two window switches for all four windows—you have to press a button to toggle between front and rear. Volkswagen did the same thing in the ID.4, and people hated it.
Charging, Pricing, and Final Thoughts
Charging is solid:
- 111 kWh battery
- 250 kW DC fast charging
- 11 kW AC home charging
But with real-world range coming in lower than expected, frequent fast charging could become an issue.
Pricing Breakdown
- Single-motor Polestar 3: $67,000
- Dual-motor Polestar 3: $73,000
- Launch Edition (as tested): $82,600 (including Plus Pack, Pilot Pack, and ventilated Nappa seats)
A well-optioned dual-motor model sits around $76,000, putting it in direct competition with the BMW iX, Tesla Model Y Performance, and Genesis GV70 Electric.
Final Verdict: A Near-Great EV with Frustrating Quirks
There’s no doubt the Polestar 3 is a beautifully designed, high-performance luxury EV. It delivers on style, comfort, and technology, making it one of the most compelling electric SUVs on the market.
But… it’s also frustratingly overcomplicated. From the key card mishaps to touchscreen-reliant controls and inconsistent range figures, it sometimes feels like form took priority over function.
Would I recommend it? If you love minimalist design, cutting-edge tech, and don’t mind a learning curve, yes. If you prefer intuitive controls, a reliable range, and a hassle-free user experience—look at the BMW iX or Genesis GV70 Electric instead.
The Polestar 3 is exciting. But is it truly effortless? That’s still up for debate.
