Our Rides: Three

You know what this is?

It is not what you think it is. 

It is an electric SUV, true. It is quite unique, for sure. 

However, it is not a Volvo. 

This is the 2025 Polestar 3. 

For the uninitiated, let us make one thing clear: Polestar is related to Volvo. It was once a performance shop that turned Volvos into racing weapons on several touring car series in Europe. In 2013, Volvo turned the brand into a line of higher-performance versions of certain models in its lineup. 

By 2017, the Polestar name was applied to a new line of electrified vehicles — facilitated by its parent company, Geely, and, yes, Volvo. The first vehicle to arrive under this brand was a hybrid grand touring coupe. That was followed by a battery-electric four-door hatchback. 

Now, we have its third model — the brand’s first SUV. The battery-electric Polestar 3 is also the first model of this brand to be assembled in the U.S. 

What sets this apart from all other electric SUVs? 

Right off the bat, Polestar made it clear that while it is under the same corporate umbrella as Volvo, each vehicle must have its own design language and direction different from its Swedish siblings. In the Polestar 3, the only cues to its relationship status are the “Thor Hammer” headlamp units and the rear “shoulders” that are formed into a black trim piece.

The rest of the Polestar 3 is uniquely its own. The lower roofline, the side glass profile, the near-upright rear end and horizontal taillights deviate from anything else on the road. The lower trim pieces and front spoiler-like piece — known as an “aero wing” — that allows airflow through the hood are also unique to the brand. 

This tester has the Performance Pack. You can tell it from other Polestar 3 models through its boldly designed 22-inch multi-spoke alloy wheels and the performance tires that are mounted on them. 

When you step inside the Polestar 3, you might observe that there is more Volvo influence in its design. Yes, but look very closely. Or, better yet, try to find out how to lock, unlock and operate the vehicle. 

Key cards are not new. On the Polestar 3, they will seem new to you. The key card is the primary and preferred way to gain entry, put the vehicle in drive or reverse and secure the vehicle when you are parked. There is no ignition button, nor a physical fob to put in your pocket. That key card must be placed on the wireless charging pad on the center console before you go anywhere. 

Once you acquaint yourself with the key card, check out the rest of the cockpit. The word “minimalist” comes up quite nicely. Just because they are designed in Sweden does not mean there are IKEA qualities inside — the Polestar 3 is more elevated. 

Take the fonts on the nine-inch driver information screen, the head-up display and the 14.5-inch center display touchscreen. They are so aesthetically clean and quite informative. There may be some different operations to navigate. Once you’ve got it all down, they are indeed intuitive. That includes prompts to use the buttons on the steering wheel. 

You will find some really cool controls throughout the cabin. For example, the knob on the center console that operates the audio system. The transmission — rather, the vehicle — is operated by a stalk on the right side of the steering column. Lots of soft touch controls are found throughout the cabin. 

Bowers & Wilkins adds a soundscape that is adjustable through three main tone options. Each one has various options that are either preset or adjustable to taste. That includes a profile that emulates feedback to a producer’s booth under the Abbey Road sound menu. 

There is also a large stowage area underneath the console — perfect for small-to-medium-sized bags. 

Our tester wore Nappa Leather upholstery, which gives the cabin a feeling of quality comfort. The front seats offer a mix of support and comfort, while rear seat room is generous, as well. Cargo space is plentiful with up to 21.1 cubic feet behind the rear seats. With the rear seats down, that space expands to 49.8 cubic feet. For smaller items — including a portable charging cable — there is extra storage underneath the cargo floor and under the front hood. 

You have three driveline options on the 2025 Polestar 3. Our tester has two 180-kilowatt permanent magnetic motors that are mounted at each axle, which means it has all-wheel drive. This driveline delivers a combined 517 horsepower and 671 pound-feet of torque.

These two motors get their energy from a 17-module, 111-kilowatt-hour battery pack. Polestar claims it can recharge from 10-80% in just 30 minutes at a 250-kilowatt DC Fast Charge. This configuration offers an estimated range of 279 miles, yet we observed a maximum range of 300 miles on a full state of charge. There are other driveline options that can achieve up to 350 miles. 

This tester had a trick up its sleeve. On the center touchscreen is a “button” called “Performance.” This is a software-enhanced boost in immediate acceleration. The result is a lightning-fast takeoff that may throw you back in your seat. 

When you’re not in Performance mode, it is still a quick EV. Instant torque does wonders when you need to make a lane change or merge onto the highway. If you just want to cruise, the Pilot Assist that was equipped on this tester will make sure you are locked in your lane, even on slight turns. 

While we were on the highway — and around town — the ride quality felt smooth and solid. The suspension system was calibrated to give it the strength to manage 5,700-5,800 pounds of vehicle on various surface conditions.

The Polestar 3 also handles very well. We experienced nominal lean and roll through the curves at the limit. It is well-behaved and can react to evasive maneuvers when need be. 

While the on-center feel was strong, the steering action itself felt disconnected between the front wheels and the cabin. It exhibited a tight turning radius, and you certainly got help from the 360-degree camera system to maneuver the Polestar 3 properly in its place. 

The brake pedal felt solid with direct action to the gold-painted calipers of the Brembo. Normal stops were accomplished just fine, but a little care should be taken when panic braking. 

You have a choice of three configurations on the 2025 Polestar 3, with a choice of a single or dual motor setup. Pricing starts from $67,500. Our Dual Motor Performance model with the Pilot and Plus Pack came with a sticker price of $93,100.

The electric SUV space is growing — especially among premium/luxury brands. What Polestar does well with this one is creating a look-worthy two-row model with plenty of performance, passenger room and practicality. It is definitely worth the look.