To many Australians, Polestar is still a largely unknown brand, but the Swedish-Chinese EV-only outfit has big ambitions globally to take on established player in the premium space including the likes of Audi, BMW, and Mercedes-Benz.

Having launched in Australia in 2022 Polestar has to date been represented here by a single model, the Polestar 2. But with the arrival of the larger, more powerful and more premium Polestar 3, soon to be followed by the Polestar 4, the brand will have a significantly broader range and market presence.

Given that Polestar and its parent company Volvo are both Chinese-owned, much of the Polestar 3’s DNA can be attributed to that country’s growing expertise in the field of batteries and battery electric vehicles.

We’ve already seen what the likes of MG and BYD have achieved at the more affordable end of the market, so it will be intriguing to see if Polestar can achieve similar success in the prestige EV space.

How much does a Polestar 3 cost?

At launch, the Polestar 3 will be available in two dual-motor all-wheel drive variants, with a Long-Range Single Motor variant also due in 2025.

Pricing kicks off at $132,900 for the Long-Range Dual Motor and rises to $141,900 for the Performance Pack variant, with both available for a limited time in Launch Edition trim which includes as standard the usually optional Pilot Pack and Plus Pack.

The Long-Range Single Motor variant is due in Q1 next year offering outputs of 220kW/490Nm, up to 650km of range, a 7.8-second 0–100km/h sprint and priced from $118,420.

The Long-Range Dual Motor version features a large 111kWh lithium-ion battery affording an impressive range of 628km on the stricter WLTP cycle.

Delivering combined outputs of 360kW/840Nm from its twin electric motors, the combination fires the 2.6-tonne SUV from 0-100km/h in a seriously rapid 5.0 seconds.

Stepping up to the Long-Range Dual Motor with Performance Pack boosts power and torque to 380kW/910Nm and drops the 0-100km/h sprint to a Tesla-rivalling 4.5 seconds, although supplying that extra grunt reduces range from the same-sized battery to 561km (WLTP).

The battery can be charged at up to 11kW AC, or up to 250kW DC, with a 10-80% charge achieved in 30 minutes on a 250kW fast charger.

Using 16-amp three-phase AC charging from 0-100% takes 11 hours and the Polestar 3 is also equipped for bidirectional charging.

The list of standard equipment on the launch edition is extensive and includes adaptive air suspension, a full-length panoramic glass roof, LED lighting inside and out, retractable door handles with proximity sensing, and either 21-inch alloy wheels.

Adding the optional Performance Pack increases maximum power and torque output, along with performance optimisation for the air suspension, unique 22-inch forged alloy wheels and additional signature ‘Swedish gold’ details.

Included as standard in the launch edition are the Plus Pack and Pilot Pack which bring a raft of premium, luxury and convenience features including a 25-speaker audio system from Bowers &

Wilkins, soft-closing doors, a head-up display and Pilot Assist.

Polestar 3 exterior design

There is nothing about the Polestar 3 that suggest it is anything other than the automotive equivalent of a blue-eyed, blonde-haired, athletically proportioned Scandinavian.

That’s mission accomplished, then, for the vehicle’s designers who trade on the fact Polestar started life as the performance arm of Volvo, before switching to its current premium, sporty EV-only positioning.

Despite being manufactured at Volvo Cars’ facility in Chengdu, China, the Polestar 3 exudes a distinct sense of Scandinavian style both inside and out.

Mexican designer Nahum Escobedo led the team that developed the concept in Volvo’s Swedish styling studios and says he set out to “reinterpret the characteristics of an SUV,” creating something that moves the format in a new direction.

Key to this was visually removing some of the body mass that comes with SUV styling to reduce the perception of size.

Escobedo said many SUVs looked too tall and bluff-fronted, so the design team essentially squashed and flattened the traditional SUV design to create something fresh and dynamic looking.

The vehicle height has been kept low, with the overall proportions balanced by increasing vehicle width and length.

The result is a sleek and wide-looking SUV with a low roofline that creates a dynamic-looking side profile.

Dimensionally, the Polestar 3 is similar in size to key German premium electric SUVs rivals including the Audi Q8 e-tron, BMW iX, and Mercedes-Benz EQE, but its lower roofline makes it look significantly smaller.

As with most EVs, aerodynamics plays a vital role in maximising battery range, with the Polestar 3 featuring an unusual front spoiler system integrated into the bonnet, another spoiler at the rear, and special aero appendages on the lower rear quarter panels to help passing air detach cleanly from the body.

Also aiding efficiency is a decoupling function for the rear electric motor that allows the car to run only on the front electric motor to save energy.

What’s the Polestar 3 like inside

Inside the Polestar’s stylishly minimalist interior the driver faces up to a 14.5-inch centre display, a 9.0-inch driver display and a 9.5-inch head-up display.

The main infotainment screen is logically laid out and reasonably intuitive to use but as with many modern systems where physical switchgear has been replaced with screen-based digital equivalents, it takes some getting used to.

Polestar made much of the work that went into creating an easy-to-use HMI (Human Machine Interface) for the infotainment system, and the design is indeed pleasingly uncluttered, with crisp, clear graphics, simple, strong colours, and easily read fonts.

Designers have also included contextual short-cut bars that change according to the drive mode you’re in to provide easier access to some frequently used functions. But it still takes more time to learn where things are than a more conventional design.

Annoyingly, you need to go into the Polestar 3’s main screen to perform tasks such as adjusting the wing mirrors, steering wheel position and even opening the glovebox.

There’s a growing body of evidence that physical switches for certain functions are safer to use because they’re tactile and in the same place every time, so you can feel for them without looking.

Search and compare new cars

Polestar, for its part, says the logic behind the digital screen adjustment for steering and mirrors is it regards these as ‘set-and-forget’ for most drivers, with drivers inputting a profile that can be stored and instantly retrieved when it’s their turn to drive.

Something else that takes a bit of getting used to is the seat adjustment mechanism, which provides a single switch that performs multiple adjustments depending on where you press.

It’s clever, but not instantly intuitive.

A similar multifunction switch on the steering wheel adjusts steering reach and height, and mirrors.

To use this, you first need to select via the touchscreen what it is you want to adjust, then touch the switch pad in the correct spot to get the right movement.

It times out after a short while, so if you haven’t completed your adjustment you need to go back into the screen and select again.

The driving position is comfortable with plenty of adjustment and decent visibility, although the rear view is restricted by the plunging roof design.

You might expect the low roofline to result in a cramped rear seat and a lack of headspace, but Escobar and his team have worked around this by lowering the floor and seat height to ensure that rear seat accommodation remains generous.

The roofline does, however, rob the Polestar 3 of the opportunity to accommodate a third row of seats, despite the vehicle boasting similar dimensions to a large seven-seat SUV.

There’s plenty of boot space, though, including 484 litres up to rear seatbacks, or 597 litres up to inner roof with the seats up. Folding the rear seats expands boot space to 1,411 litres and there’s also 90 litres of under floor storage and an additional 42 litres in the front trunk (frunk).

What technology does the Polestar 3 have?

If ever there was any doubt that modern vehicles are becoming more and more like computers on wheels, then look no further than the specifications of the Polestar 3’s operating systems, which sound like something straight out of a PC catalogue.

They include NVIDIA DRIVE core computing, Android Automotive OS (operating system) with Google built-in, and a Snapdragon Cockpit Platform from Qualcomm Technologies, all updated as required by over-the-air updates (OTA).

Making sense of this, the NVIDIA DRIVE core computer is the Polestar 3’s centralised computing system, running proprietary software from Volvo Cars. The system serves as the car’s AI brain, processing data from multiple sensors and cameras to enable advanced driver-assistance safety features and driver monitoring.

The Snapdragon Cockpit Platform from Qualcomm Technologies underpins the car’s infotainment system and delivers high-definition screen displays with fast response times, along with premium quality surround sound and vehicle connectivity.

Finally, the in-car operating system is Android Automotive OS, which has been co-developed with Google and includes Google built-in, which integrates a range of Google features such as navigation apps, real-time traffic updates, voice guidance for hands-free operation, hands-free phone calls, and the ability to use Google virtual assistant to send text messages and emails.

As with its rival Tesla, there’s no physical key or even a start button, but the Polestar 3 recognises when you have the correct key card or synched smartphone on your person and is ready to drive the moment you’re settled in the driver’s seat and buckled up.

Is the Polestar 3 good to drive?

We drove both dual-motor variants over the course of two days, travelling from Launceston in Tasmania’s north to Hobart in the south-east via the Freycinet Peninsula on an entertaining mix of back roads.

Quiet, comfortable and confident through bends, the Polestar 3 certainly doesn’t feel like 2.6 tonnes of SUV when hustling through corners.

It’s nicely balanced, and it feels impressively sure-footed negotiating corners. The electronic control systems do an excellent job of controlling the motors’ prodigious torque when powering out.

Having its battery set low in the chassis, with a powerful motor on each axle and perfect 50:50 weight distribution endows the Polestar 3 with several essential elements of a fine-handling vehicle.

Add to this the fact the all-wheel drive system is rear-biased, with a dual-clutch electric torque vectoring function on the rear axle, and you have a 2.6-tonne SUV that offers viscera shifting acceleration and hugely impressive cornering capability.

This really is a large SUV that’s designed to be driven, with well-honed dynamics providing a quality connection between driver and car.

Along with its sure-footed grip and impressive balance, the steering is a particular highlight, with the sort of weight and accuracy sadly lacking from many modern vehicles.

The driver assist systems are also pleasingly well-tuned and not overly aggressive or invasive.

The ride proved impressively compliant in most conditions, despite rising on 20- and 21-inch wheel and tyre combinations, thanks to standard dual-chamber air suspension with active dampers.

The system adapts almost instantaneously between comfort and dynamic without the need for driver intervention.

Overall refinement is excellent, too, with the drivetrain virtually silent and little road or tyre noise entering the cabin.

Both variants run on staggered width wheel and tyre combinations, meaning the front wheels are a different width to the rear.

This is not uncommon on high-performance cars, but it does mean finding replacement rubber could be more complicated.

In the case of the Long-Range Dual Motor its 21-inch cast alloy wheels are shod with staggered 265/45R21 (front) and 295/40R21 (rear) Michelin Pilot Sport 4 EV or Continental SportContact 7 tyres, while the Performance Pack variant adopts 22-inch forged alloy wheels clad with 265/40R22 (front) and 295/35R22 (rear) Pirelli P Zero tyres.

Both variants also have a tyre repair kit in lieu of a full-size spare.

Braking performance is impressive thanks to 400mm drilled and ventilated Brembo four-piston front discs, with single-piston, 390mm ventilated rear discs.

The pedal feel is pleasingly consistent, particularly considering the regenerative braking system which can often result in a wooden pedal fee.

As well as topping up the battery, the regenerative braking system helps when cornering, slowing the car into bends when you lift off the accelerator, much like when using lower gearing and engine braking on a manual car. The result is that you rarely need to touch the brakes during open road touring which makes for a more relaxed drive experience.

What safety features does the Polestar 3 have?

Being the offspring of safety pioneer Volvo and based on that brand’s SPA2 dedicated EV platform, it’s no surprise that the Polestar 3 comes packed with the latest advanced active and passive safety technology.

This includes nine airbags and a passenger compartment constructed using ultra-high strength steel.

The front and rear crumple zones are designed to absorb and dissipate energy to protect occupants in impact situations.

Naturally, there’s also a raft of Advanced Drive Assistance Systems (ADAS) utilising five radar modules, five external cameras and twelve external ultrasonic sensors.

Inside, two closed-loop driver monitoring cameras monitor the driver’s eyes for signs of distracted or drowsy driving, while interior radar sensors help protect against accidentally leaving children or pets inside when parked.

It all sounds rather Orwellian, but the systems are well-refined and integrated so, in practice, are much less intrusive than other similar systems we’ve sampled.

Unavailable at launch but due on all MY25 models is an optional Pilot Pack with LiDAR, which adds three cameras and four ultrasonic sensors and is designed to provide accurate real-time data about the car’s surroundings to help prepare the car for autonomous driving.

How does the Polestar 3 compare

Designated a luxury electric performance SUV that fits in the large SUV segment (E-segment), the Polestar 3 competes with the likes of the Audi Q8 e-Tron, BMW iX, Ford Mustang Mach-E, Jaguar iPace, Kia EV6, and Mercedes-Benz EQE.

Of these, the Kia EV6 is considerably less expensive with the top-spec dual-motor EV6 GT retailing for around $100,000, while the top-spec dual-motor Mustang Mach-E GT retails for around $105,000.

While either are well worth considering in this context, neither are what you’d call true premium vehicles.

In terms of its size and price the Polestar 3 is better compared with German rivals such as the BMW iX, priced from $137,000 (MRLP) for the entry level xDrive 40 Sport; Audi Q8 50 e-Tron, priced from $140,600 (MRLP); and the Mercedes-Benz EQE 300 from $135,000 (MRLP).

Comparing apples with apples, the BMW features a 77kWh battery, outputs of 240kW/630Nm, 0-100km/h acceleration of 6.1 seconds, and range of up to 425km (WLTP).

The Audi Q8 50 e-Tron has a 95kWh battery, outputs of 250kW/664Nm, 0-100km/h acceleration in 6.0 seconds (boost mode), and range of 411km (WLTP).

Finally, the $135,000 Mercedes-Benz EQE 300 SUV has an 89kWh battery and single electric motor delivering outputs of 180kW/550Nm, which equates to a 7.3-second 0-100km/h sprint, and range of 539km (WLTP)

Using these similarly priced and sized rivals as a guide, and acknowledging they may have different variants with higher outputs and/or greater range, the entry level Polestar 3 Long-Range Dual Motor is less expensive at $132,900 (MRLP), has a larger 111kWh lithium-ion battery, achieves greater range at 628km (WLTP), offers higher outputs of 360kW/840Nm from its twin electric motors, and covers the 0-100km/h dash in a faster 5.0-seconds.

Should I buy a Polestar 3?

If you’re a new or newish EV brand struggling to cut through in the increasingly crowded EV market, you need a point of difference and Polestar appears to have that with its combination of distinctive Swedish design, strong performance orientation, and a focus on sustainability and circularity.

These points will play in the brand’s favour when being cross-shopped against rival premium EV offerings.

Yes, it lacks the established prestige positioning of BMW, Audi and Mercedes-Benz, but its familial connection to Volvo will help in this regard and Tesla has already proven that EV buyers aren’t wedded to traditional luxury badges.

It helps that the Polestar 3 is also a very good car.

Let us do the work finding your next new car

It’s well designed, has a distinctive look and feel, and delivers the sort of performance and range that has clearly been benchmarked to be competitive with or exceed that of EV category leader Tesla.

It’s certainly not cheap but nor are its rivals and Polestar is building a brand positioning as a fresh-faced premium EV offering in the increasingly crowded EV space.

But, it’s up against some big and well-established players and its relatively small number of sales outlets, totalling seven sites across Sydney, Melbourne, Brisbane, Hobart and Perth may count against these more strongly represented rivals.

The company has, however, announced seven additional retail partners will open on 1 January 1 2025 which may help convince some consumers that Polestar has the appropriate network and

support systems in place to justify the prestige price tag.

Also assuaging any concerns in this regard are the fact service intervals are a generous 24 months or 30,000km, with complimentary servicing for the first five years.

Key stats

• Price(MRLP): $132,900
• Warranty: Five years/unlimited km (vehicle); eight years 160,000km (high-voltage battery)
• Powertrain: 111kWh lithium-ion battery, twin electric motors, all-wheel drive (360kW/840Nm)
• Range (WLTP): 628km
• ANCAP crash rating: Not rated
• Energy consumption (WLTP): 19.8kWh/100km
• For: Sophisticated Swedish design, stunning acceleration, long range, roomy interior, quality materials and finishes.
• Against: No spare wheel (tyre repair kit), weight, price, distracting touchscreen system, relatively high energy consumption.