2025 Polestar 3 Reviews, Pricing & Specs

Anybody who casually follows the automotive industry would guess the Polestar 3 is a Volvo. It has the same overall aesthetic, even though it’s something different. And they wouldn’t be completely wrong. Polestar and Volvo are both Swedish, both owned by the same company, and draw from the same wells of design, engineering, and technology.

But your typical North American car buyer? They don’t know what the heck this thing is. It needs a “Polestar” badge on the lower left of the liftgate and a “3” badge on the right. That stylish Polestar emblem conveys nothing.

The Polestar 3 is a new midsize electric crossover SUV. It seats five people, provides up to 507 kilometres of range, and is priced from $98,800 to $106,000 in Canada before options, including destination charge and other fees. They all have a long-range battery pack, and Canadian buyers can select from a pair of dual-motor configurations. Our dual motor test vehicle had the Performance Pack, Plus Pack, Pilot Pack, and metallic paint. The manufacturer’s suggested retail price (MSRP) for this configuration in Canada is $114,800, including the destination charge and fees. Note this means the federal government’s luxury tax applies on the portion of the price above $100,000.

We loved the look of the Polestar 3, and based on the attention the test vehicle received, we weren’t alone. This electric vehicle’s primary rivals include the Audi Q6 e-tron, BMW iX, and Mercedes-Benz EQE SUV, and in many ways, the Polestar 3 is more appealing than any of them. Inside, the cabin boasts a traditional Scandinavian ambience, showcasing minimalism, quality, and technology. Polestar renders the interior in six different themes, with an emphasis on responsibly sourced materials. Vegan, recycled, and repurposed materials are available, while the optional Nappa leather and wool upholstery choices are sourced according to strict animal welfare standards.

Two screens provide access to most features and functions. This leads to numerous small but aggravating quirks, but with time, they’re less frustrating. Still, when it comes to the Polestar 3’s overall design, those quirks cause the love to fade. Nevertheless, we think this Polestar looks great, the materials exude quality, and though it is not traditionally luxurious, it conveys opulence through exquisite attention to detail. It’s a beautiful vehicle, inside and out.

In Canada, the most affordable version of the Polestar 3 is the long-range dual-motor with all-wheel drive (AWD) and torque vectoring. Output measures 489 hp and 620 lb-ft, good for acceleration to 100 km/h in 5.0 seconds. The range estimate is 507 km with 21-inch wheels (or 499 km with 20-inch wheels/462 km with 22-inch wheels), and it consumes between 23.8 and 26.1 kWh/100 km. This version offers Range and Performance driving modes and has an active air suspension that lowers the ride height at higher speeds to improve aerodynamics.

Get the Performance Pack, and the long-range dual-motor delivers 517 hp and 671 lb-ft while accelerating to 100 km/h in 4.7 seconds. This version travels 449 km on a full charge and consumes energy at 27.2 kWh/100 km.

A more affordable single-motor version of the Polestar 3 was announced as a late arrival at launch. This has not yet been made available for the Canadian market as of August 2025.

A 111-kWh lithium-ion battery is standard. Polestar says if you use a 250-kilowatt DC fast charger, you can bring it up from a 10% charge to an 80% charge in 30 minutes. The 11-kW onboard charger means you can fully recharge the battery in 11 hours when using a compatible Level 2 home charging station.

Steering-effort settings include Light, Standard, and Firm, and all Polestar 3 models have performance brakes with vented discs at each corner and Brembo four-piston calipers in front. This is a brake-by-wire system, and Polestar says it offers one-pedal driving capability. The Performance Pack includes 22-inch forged aluminum wheels, Pirelli P Zero tires, and Polestar Engineered chassis tuning with three different suspension settings.

As you approach the Polestar 3, it detects the presence of the key fob, NFC key card, or smartphone digital key and “wakes up.” To drive the test vehicle, we had to tap the key card on a pad on the centre console, but then we could stash it somewhere. Reverse or Drive are selected using the right stalk jutting from the steering wheel. Park is activated by pushing the button on the end of the stalk.

With the Performance Pack, the Polestar 3 is really fast and also really quiet. If you’re the type who likes to announce how powerful your car is with a bellowing roar when accelerating, followed by a pop, snap, and crackle every time you lift off the go pedal, this Polestar is not for you. But then, you could have guessed that from its sublime styling and calming cabin.

When departing on our evaluation loop, the Polestar 3 had a 71% battery charge and 290 kilometres of indicated range. Just over 115 km later, it indicated 42% and 160 kilometres of remaining range. Observed energy consumption was 26.5 kWh/100 km, better than the official 27.2 kWh/100 km rating from Natural Resources Canada despite the mountainous route.

In the city, likely due in part to its 22-inch wheels and performance tires, the ride was firm and connected. Structurally, the Polestar 3 feels carved out of a single piece of granite, but like granite, it is also relatively unyielding. We wouldn’t call the ride uncomfortable, but if you’re looking for a plush luxury EV, a Polestar 3 Performance Pack isn’t it.

Polestar claims the 3 has one-pedal drive, but with this setting active, the system did not bring the EV to a complete stop. At about 8 km/h, the driver must complete the task. That’s the behaviour observed in the test car; perhaps we missed a setting somewhere. We elected to turn this off after a while, which felt like cutting an anchor chain. But the test car’s Brembo brakes did feel a little sticky, making smooth stops more challenging.

As in the city, the Polestar 3 suffered some minor lateral body rocking on pavement undulations as we drove into the local mountains. However, as speed increased, the suspension better absorbed small cracks and ripples in the pavement. We guided the Polestar 3 onto a twisty road, switched into the Performance driving mode, and explored the EV’s effortless power, stout brakes, composed suspension, and extraordinary grip. That lateral body motion didn’t disappear, but the torque-vectoring AWD and flat cornering stance made the Polestar feel like a slot car.

Was it fun to drive in that environment? Yes, but that’s not the same thing as exciting to drive. The Polestar 3’s steering might be fluid, consistently weighted through the range of motion, and predictable, but it is not quick, precise, or communicative. In addition, nothing about the Polestar 3’s driving character is visceral, which is entirely appropriate for what is ultimately a Zen-like luxury SUV. On a four-lane winding road, the Polestar was eerily silent, with only a hint of wind noise infringing on the calm. That’s particularly true when the road surface is blacktop instead of concrete.

Overall, the Polestar 3 dual-motor Performance Pack is great to drive, a supremely capable and confidence-inspiring SUV with the emphasis on sport instead of utility. But is it thrilling to drive? No. Then again, except in a straight line, few EVs are.

Comfort is king in the 2025 Polestar 3. Our test vehicle had heated, ventilated, and massaging front seats wrapped in supple Nappa premium leather sourced from Bridge of Weir. Polestar says the optional leather is animal-welfare certified, and if you prefer a vegan upholstery, you’ll want the WeaveTech or BioTech material. Wool is also available and is animal-welfare certified.

The back seat is not as satisfying. While the floor is flat, it is also high, making the supportive bottom seat cushion feel like it’s mounted too low. Also, we thought the backrest angle was too reclined, promoting a slouched seating position. One item of note is the high-quality, deployable cupholder design. They eject out of the fold-down rear centre armrest and are typically a prime candidate for cost-cutting, but not in the Polestar.

A standard triple-zone climate control system gives passengers control over the rear environment. With the optional Plus Pack, the EV features PM2.5 air filtration technology. Polestar says it purifies the interior air once every 60 seconds, reducing 95% of particulates, 97% of viruses, and 99.9% of pollen.

Silence is golden, but that’s not why the Polestar 3 has gold seatbelts. This EV features acoustic laminated glass for the windows and the panoramic sunroof, and an active noise cancellation system when you upgrade to the optional Bowers & Wilkins high-end audio system. That sunroof also reduces UV radiation by 99.5%, and an available infrared windshield reduces the cabin temperature.

Interior storage is adequate with large door panel bins, a sizable tray under the centre console, and a roomy glove box. Another bin is underneath the front armrest, deep and shaped like it is ready to accept a small, square box of tissues.

The Polestar 3 has a hands-free power liftgate with a Loading Mode that can automatically drop the air suspension by nearly 4 centimetres to make it easier to lift heavy items into the 597-litre cargo area. That measurement includes 90 litres under the cargo floor, which you can configure as a panel to hold grocery bags in place. A ski hatch allows you to carry four people and long items, or you can fold the rear seats down to expand cargo capacity to 1,410 litres. The Polestar 3 also has a 31-litre front trunk (frunk), which is where we kept the test vehicle’s charging cord.

Few traditional analog controls exist inside the Polestar 3’s minimalist cabin. Instead, you’ll interact with a 9-inch digital driver display and a 14.5-inch centre touchscreen display, each equipped with an anti-reflective coating that makes them easier to reference and use. Unmarked, touch-sensing steering wheel controls correspond to functionality shown on the driver display. This is fussy, but it’s better executed than a similar approach used by Lexus. Polestar 3s equipped with the Plus Pack also have a helpful head-up display.

Most of the action in the cabin happens on the portrait-oriented infotainment screen. The Android-based technology features Google Built-in with Google Maps, Google Assistant, Google Play, and Google Home Integration. Or you can connect an iPhone and run the wireless Apple CarPlay instead. Android Auto integration will be added later in 2025.

Stylistically, the displays are outstanding. However, the user experience isn’t as satisfying. For example, we kept forgetting which of the three main menus might provide access to certain features, functions, and settings, which caused distraction while driving.

We also encountered an unusual glitch while using Google Assistant. It worked great for most of our testing queries and commands, but said “I’m sorry, I didn’t understand” to the simplest ones, including “Find a coffee shop.” Usually, voice recognition and digital assistant technology flunks the harder tests, but in the Polestar, the opposite was true.

A 10-speaker, 300-watt sound system is standard, but we salivated over the opportunity to sample the optional Bowers & Wilkins high-end audio system, with 25 speakers, 1,610 watts of power, 3D Surround Sound, and Dolby Atmos technology. Three soundscapes are available, including Studio, Stage, and Room, the latter supposedly recreating what the music would sound like in the Gothenburg Concert Hall.

We liked Studio the best, and the artfully rendered system’s overall performance is downright majestic. We streamed Billie Eilish, Leisure, and Stick Figure, and the speakers issued intense clarity and faithful bass. However, we detected a little bit of brassiness, depending on the artist and song, possibly due to streaming Apple Music. In any case, the gorgeous audio system deserves a standing ovation.

For now, the Polestar 3 does not offer a hands-off semi-autonomous driving system. The company says it will launch such a system in 2026, making use of the Polestar 3’s built-in lidar sensor, but offers few specifics. For now, the standard Pilot Pack includes hands-on Pilot Assist, pairing the adaptive cruise control with lane-centring assist and lane-change assist systems. Those build on a comprehensive roster of driver aids, including: forward-collision warning, pedestrian detection, automatic emergency braking, blind-spot monitoring with active steering assist, and rear cross-traffic alert with automatic rear braking. Several lane-assist features are also standard, including lane-departure warning, lane-keep assist, and steering assist to try to prevent collisions with oncoming traffic and running off the road.

Additional safety features include automatic high-beam headlights with cornering illumination and rear lights that initiate a special illumination sequence if the driver brakes suddenly and hard. The Polestar 3 also has a post-collision braking system, an SOS emergency assist button, and automatic collision notification.

During our evaluation, we extensively tested the Polestar 3’s driver-assist features and Pilot Assist. As is common with European vehicles, the lane-keep assist system steps in decisively to prevent a lane or road departure. We found the driver monitoring system to be similarly aggressive, double-chirping to bring attention to the driver display, where a message warns to pay closer attention.

While driving on a side road, Pilot Assist expertly managed situations where two lanes merged into one, or one lane broadened into two. Unfortunately, in gentle curves, the lane-centring system allowed the Polestar 3 to waver. And on the sharper curves in the road, the tech couldn’t handle the assignment, allowing the Polestar to drift wide and cross lane markings without any attempt at correction.

Similarly, on the highway, the steering got a little squirrely when passing exit and entrance ramps. When the highway began to climb a grade, the Polestar weaved all over its lane like it had a drunk driver behind the wheel. This behaviour — and resistance to manual steering inputs correcting it — made Pilot Assist unpleasant to use.

Despite our misgivings about the Polestar 3’s buggy technology, this SUV is otherwise impressive. Just running Apple CarPlay and not using Pilot Assist would address most of our complaints, anyway.

Currently, a Polestar 3 has a high starting price in Canada. The single-motor setup will lower the price of entry when it arrives, but it’s relatively slow and doesn’t come with AWD. Still, it provides up to an estimated 563 kilometres of range, is the most efficient version, and you can upgrade to the Plus Pack with the money you save and access all its appealing goodies.

The Polestar 3 is more expensive than the Audi but more affordable than its BMW and Mercedes rivals. And even in a lightly equipped specification, the Polestar 3 retains the design, quality, aesthetics, and silence that make it so appealing in the first place.