While some EVs use an electronic torque-vectoring system, which brakes the inside wheel to improve agility, the Polestar uses a pair of physical clutches to distribute torque from one side of the axle to the other. This set-up accelerates the outer wheel to give a sense of the rear wheels pushing through corners, which feels more akin to a traditional internal combustion car. It’s also able to disconnect the rear drive of dual-motor models when cruising, reducing energy usage.
| Model | Power | 0-62mph | Top speed |
| 111kWh Long Range | 295bhp | 7.5 seconds | 112mph |
| 111kWh Long Range Dual Motor | 483bhp | 4.8 seconds | 112mph |
| 111kWh Long Range Dual Motor Performance | 510bhp | 4.5 seconds | 112mph |
What is the Polestar 3 like to drive?
In town
Compared with some EV rivals, the Polestar has limited scope for adjusting its brake regeneration. The choices come down to one-pedal driving, gentle recuperation and full coasting. You can’t make any adjustments on the fly, however, because the settings are adjusted via the touchscreen – we’d much prefer steering wheel paddles to tweak the levels easily. We also found that in one-pedal mode, the deceleration could become sudden and tricky to modulate. The switch between mechanical and regenerative braking isn’t as smooth as in an Audi Q6 e-tron, for example.
The Polestar 3’s air-suspension system can be raised at low speeds, and while it doesn’t transform the car into an off-roader, it comes in handy when dealing with rougher roads. At 11.8 metres, the Polestar’s turning circle is reasonable for a long car, but the likes of the Mercedes EQE SUV and BMW iX are better, courtesy of their four-wheel steering systems.
On A- and B-roads
For a car of this size, the Polestar 3’s body control is impressive. While it can’t quite contain side-to-side movements at speed on bumpy roads, the ride is composed for the most part and body roll is well contained. The three suspension settings adjust the levels of stiffness; the Firm setting lives up to its name by producing a bit of jiggle, so we preferred to leave the car in Standard or Nimble, which weren’t vastly different from each other in terms of comfort or handling. The steering is light, quick, but not loaded with feel. However, it’s accurate enough and feels well matched to the chassis.
On the motorway
High-speed refinement is impressive, with a touch less road noise from the tyres than you’ll find in an Audi Q6 e-tron, but slightly more than you’ll get from the refined BMW iX. Ride comfort and stability are impressive at speed.
Electric motors, 0-62mph acceleration and top speed
The Polestar 3 Long Range Single Motor can sprint from 0-62mph in 7.5 seconds, which will be fast enough for most uses. Choosing the Dual Motor model with its extra power sees the 0-62mph time drop to a rapid 4.8 seconds, while the slightly more powerful Performance edition has a time of 4.5 seconds. As with every model in the line-up, the Polestar 3 has an electronically limited top speed of 112mph.
Three years’ free servicing is a big bonus for the Polestar 3, but it’s not a particularly efficient car by EV standards – especially in its top-spec Performance trim.
Electric range, battery life and charge time
Officially, the Polestar 3 Dual Motor models are claimed to return as much as 3.3 miles per kilowatt hour, with 2.7mi/kWh the most pessimistic estimate for these editions. However, we achieved a figure closer to 2.5mi/kwh. That equates to a range of around 260 miles, which isn’t fantastic given the size of the battery pack.
