At first glance, the updated Polestar 3 looks much like the model introduced in 2022. Its design remains largely unchanged, but Polestar has revised several of the electric SUV’s key technical components as competition in the premium segment intensifies.
The most significant change is the move from a 400-volt to an 800-volt electrical system, shared with the Volvo EX90, which uses the same platform. At suitable charging stations, the Polestar 3 can accept up to 350 kW and recharge from 10 to 80 percent in around 22 minutes. The company uses software called “Breathe Charge” to manage the charging process. At older 400-volt stations, however, charging is limited to 120 kW.
Polestar has also redesigned the permanent synchronous motor on the rear axle. In the tested all-wheel-drive version, an additional asynchronous motor at the front can switch off when it is not needed, helping to reduce energy consumption. The battery has a capacity of 106 kWh, and the manufacturer quotes a WLTP range of up to 647 kilometres. The test report records almost 500 real-world motorway kilometres.
A new Nvidia processor is intended to increase the vehicle’s computing power eightfold. This supports the infotainment system as well as the processing of data from the safety assistants. The central portrait display and the driver’s screen respond quickly, while Google’s Gemini AI can help with route planning and climate-control adjustments.
The exterior remains one of the Polestar 3’s strengths. Its closed front, slim headlights, long bonnet and sloping windscreen give it a lower, more estate-like appearance than a conventional SUV. At the rear, a full-width light strip and a small roof spoiler contribute to its modern look. Optional 22-inch sports wheels cost 2,600 euros.
Inside, Polestar combines dark wood, aluminium, leather and plastic in a restrained Scandinavian design. The quality is described as strong overall, although the black gloss trim is prone to detracting from the impression. The seats can be upholstered in Scottish Nappa leather for an additional 4,500 euros and are heated and ventilated.
The tested mid-range all-wheel-drive version uses a 150 kW front motor and a 250 kW rear motor. The technical data lists a system output of 400 kW, or 544 PS, and 740 Nm of torque. It accelerates from 0 to 100 km/h in 4.7 seconds. A 588-PS top version completes the sprint in 3.9 seconds, but the test considers the mid-range model sufficiently powerful. The top speed is 230 km/h.
Despite a curb weight of approximately 2,490 to 2,600 kilograms, the Polestar 3 is reported to feel agile because of its balanced weight distribution. At moderate motorway speeds, consumption can fall to around 20 kWh per 100 kilometres. Air suspension and effective insulation also make long-distance driving quiet and comfortable.
The Polestar 3 measures 4.90 metres in length and 1.97 metres in width without its mirrors. Its luggage compartment holds 484 litres with the rear seats upright, or 1,411 litres with them folded. Additional storage includes a 90-litre compartment beneath the boot floor and a 23.8-litre front storage compartment.
Prices start at 78,900 euros for the rear-wheel-drive version and 87,900 euros for all-wheel drive. The test vehicle cost 109,400 euros. Polestar produces the model in Ridgeville, South Carolina, while around 80 percent of the brand’s vehicles are sold in Europe. Overall, the update addresses the model’s previous charging and efficiency disadvantages and gives the Polestar 3 a stronger position among premium electric SUVs.
Sources: Handelsblatt.