Polestar 3 (2026) Review

Introduction

If you’re wondering why there’s a ‘new’ Polestar 3 already, you’re right to question it. After all, the first examples didn’t hit the UK’s roads until July 2025, just a year after its launch - and it arrived to much acclaim.

Nevertheless, Polestar has decided to make a handful of changes. Before we cover those, it’s worth talking about the car itself.

It was first announced in 2022 and is, believe it or not, based on the same SPA2 platform as Volvo’s flagship electric SUV, the EX90 (effectively the electric equivalent of the more familiar XC90, though the two aren’t identical).

Despite this, the Polestar 3 is lower and shorter, though it’s a few millimetres wider. Unlike the EX90, it only has five seats and, in terms of cargo capacity, doesn't come close to the EX90's figures.

The handling is vastly different, too, with the Polestar 3 wowing critics with its cornering abilities despite Volvo’s behemoth’s underpinnings. In terms of what’s new, it’s not really a ‘facelift’, particularly as the styling is unchanged, though the tweaks hidden from view are significant.

The main upgrades include switching from a 400V to an 800V electrical architecture, enabling faster charging. At the same time, improvements to battery monitoring software mean 38% more range can be added in a 10-minute charging session compared with before. It also results in a 6% improvement in energy efficiency, allowing smaller, lighter batteries to be used.

A new core computer from tech giant Nvidia has vastly increased its processing power by a staggering 750% (jealous existing owners may be interested to know that Polestar will retrofit this to older models). The line-up is simpler, too, and includes new in-house permanent magnet rear motors.

Unfortunately, that last change has resulted in one notable departure: the car's rear-axle torque-vectoring dual-clutch system, which actively distributed power to whichever wheel needed it most.

Some regarded this as the key reason it felt so agile to drive, belying its bulk as a fairly heavy SUV.

What are the Pros & Cons of the Polestar 3?

Pros:

• Excellent performance and handling
• Faster infotainment
• Quicker charging and increased range

Cons:

• The comprehensive infotainment system is fiddly
• Rival SUVs have bigger boots
• The entry-level model is the least comfortable

What are the first impressions of the Polestar 3?

The Polestar 3 certainly takes inspiration from its siblings, but also offers distinctive looks.

The front-end features hammer-like headlights on either side of an indentation that serves as a substitute for a grille, while further down, two air-intake-mimicking cut-outs shaped like arrows are linked by a thin, horizontal line. There’s plenty of thick cladding all around the bottom, too.

Around the sides, the wheel arches flare out slightly, and the roofline slopes down considerably. The doors are smooth, but, no doubt inspired by Volvo, they have protruding shoulders, which are especially recognisable from behind.

The roof spoiler comes out so far that it makes the rear windscreen appear shallow, while the taillights are housed in a fairly thin horizontal light bar across the tailgate. Lower down, a crease sits beneath blank space, creating an indentation, while the number plate appears in a cut-out within the bodywork where the cladding extends upwards.

What are the Polestar 3’s key features?

Three models are offered, though all have nearly identical specs.

You get a 14.5-inch Google-derived Android infotainment system with Google apps (including Google Maps satellite navigation), Apple CarPlay, digital radio, voice control, and a 9.0-inch driver display. Active LED headlights, rain-sensing wipers, acoustic laminated glass, an automatic tailgate, a glass panoramic roof, a brake-by-wire system with Brembo brakes, and flush pop-out door handles are also included.

You also get 10-way electrically adjustable heated front sports seats with mechanical cushion extensions and powered multi-directional lumbar support, memory function, plus three-zone climate control with a rear control panel. CleanZone air filtering, climate timers, and a heat pump are also built in as standard, along with a digital key and a 300W ten-speaker high-performance audio system (though this is upgraded free of charge for now – we’ll explain later).

There are three motor configurations to pick from. 

The entry-level Rear-Motor variant comes with a single motor producing 333PS; the mid-range Dual-Motor generates 544PS; and the range-topping Performance variant (also a dual-motor) supplies 680PS. In terms of differences between models, the Rear-Motor has 20-inch aero alloy wheels, passive chassis and dampers, black tyre valve caps and Michelin Sport tyres developed specifically for the Polestar 3.

The Dual-Motor version features dual-chamber active air suspension, an active-tuned chassis, and automatic ride-height adjustment to optimise aerodynamics, along with a gold-striped seatbelt. The Performance variant gets the same as the Dual-Motor, but with 22-inch alloys, Pirelli P-Zero tyres (again developed specifically for the car), gold tyre valve caps, gold brake callipers and gold seatbelts.

What is the range of the Polestar 3, and what are the battery options?

The Rear-Motor has an 88kWh battery, capable of up to 375 miles of range.

Dual-Motor and Performance models get a larger 102kWh battery, with ranges of up to 404 and 373 miles, respectively.

What’s the performance and drive like with the Polestar 3?

We are focusing on the mid-range Dual-Motor version, but even the entry-level Rear-Motor doesn’t leave you shortchanged. Its 0-60mph time of 6.3 seconds is perfectly adequate in a car this big, and the lack of a second motor hardly feels like you’re missing out.

Of course, thrill seekers wanting more will seek out the additional 211PS of the Dual-Motor edition, cutting the time to 4.5 seconds. The frankly excessive Performance variant offers 347PS more than the entry-level model, and 136PS more than the mid-range variant.

Those already familiar with the Polestar 3 will notice an increase in clout over its predecessors - 163PS more in the range-topping model. The power delivery is smooth in all versions, rather than the jolt of some EVs, though inevitably all have sufficient poke to pin you to your seat under hard acceleration.

While this is all very impressive, the big unknown is how removing the rear torque vectoring system has affected handling. It was withdrawn because the torque-splitting mechanical clutch system (of which torque vectoring was a by-product) was no longer needed, as it had been replaced by a more efficient, freewheeling asynchronous motor that doesn’t require a clutch.

As a result, Polestar has instead focused on tuning the car's software to control the suspension and steering better, to avoid torque vectoring spoiling the handling. Has it worked? Yes, you can sigh with relief. Admittedly, the Rear-Motor is more affected, but in Dual-Motor versions, the front now feels more agile on turn-in, lessening the need for assistance at the rear, even though most of the clout still goes to the back.

The centre of gravity feels low for an SUV, limiting body roll around corners. Changes can be made within the car's infotainment system to adjust settings to suit, but when set up correctly, it can provide plenty of entertainment. No engineering prowess can compensate for a two-and-a-half tonne monster around bends, but it’s impressive how far you can push it until the laws of physics decree that the tyres can cling on no more.

If you’re used to driving sports cars, you’ll feel the weight of it straightaway, but if you’re used to nearly all other SUVs, this feels like it’s in a different league to most of them. It is perfectly capable of being sensible, too - serene, even.

It is quiet, refined, and pleasant to pootle about in, with low-speed driving handled effectively. At the same time, even on poorly maintained road surfaces, it still feels reasonably good, albeit not as mattress-like as a typical Volvo.

Admittedly, the two-inch-larger alloys of the Performance version toughen the ride. However, it's still more comfortable than the high-powered models from other premium brands, whose focus is purely on performance.

The Dual-Motor we're driving is the best for ride comfort, as it gets the active chassis and air suspension, and unlike the Performance version, it retains the smaller 20-inch alloys of the entry-level model.

21 and 22-inch wheels are options on the Dual-Motor, with the 21-inch set available on Rear-Motor variants. As for deceleration, there's no one-pedal driving, though regenerative braking can be set to three levels, and the Brembo brakes pack a punch when slamming on the anchors.

Overall, the Polestar 3 remains one of the best-handling SUVs, with agility levels that seem unlikely for such a big, heavy car. Driving aficionados may notice a slight reduction in playfulness at the rear. Still, the removal of the torque vectoring system is nicely compensated for by the other tweaks Polestar has made. It will tow 1,500kg braked in the Rear-Motor, rising to 2,200kg in twin-motor variants.

How fast can the Polestar 3 charge?

It is faster than before, thanks to the new 800V architecture, which increases charging rates to 350kW DC (310kW for the Rear-Motor version), reducing a 10-80% top-up to 22 minutes in all versions.

Onboard charging up to 11kW AC is supported, with a 0-100% recharge taking 11 hours in the twin-motor versions and 10 hours in the Rear-Motor version.

What are the running costs and emissions for the Polestar 3?

The running costs will be very low, though its performance means that there are plenty of electric cars that return better efficiency. First-year road tax costs only £10, and it's £200 a year thereafter.

It will cost £440-a-year more in practice as years two to six attract the Expensive Car Supplement, as all variants significantly exceed the threshold, despite it recently rising to £50,000 for EVs. At least it’ll be attractive as a company car due to its low Benefit-In-Kind tax, though, of course, all EVs can claim the same.

It is still too new to gauge reliability, but the related EX90 hasn’t fared too badly. Servicing is only required every two years or 20,000 miles, whichever comes first.

What’s the interior and technology like with the Polestar 3?

As we've come to expect from Polestar, the 3’s interior is lovely.

The steering wheel’s multifunction console is surrounded by silver. At the same time, the lower dashboard is covered in more brushed silver, which also appears on the edges of the centre console, the gear selector, and other areas. There are plenty of soft, plush surfaces, and the choice of materials feels suitably premium, seeming very upmarket, helped by the large panoramic glass sunroof, which brightens the cabin.

Polestar is unashamedly highlighting its sustainability credentials, given the number of recycled materials used, as well as heavy use of terms such as ‘bio-attributed’, ‘repurposed’ and ‘animal certified’ when naming various materials. Polestar’s interior design is rather minimalist, with a decluttered cabin, indicating that much of the car’s functionality is controlled via the infotainment system. That shouldn’t be an issue as the large, portrait-oriented infotainment tablet takes centre stage, with its Android operating system offering an impressive interface.

Inevitably, it has Google apps built in, and the new system's vastly improved processing power is evident in its very slick responsiveness. Wireless Apple CarPlay is included for those who prefer it, but it lacks native functionality (Android Auto isn't required, as it's already an Android-based system). We would have preferred physical climate controls, but they remain in view at all times at the bottom of the screen. It is an excellent system, though the big downside is that it’s now so extensive that finding some things is too difficult, and Google could do with a menu rethink.

Handy features are within a sub-menu’s sub-menu, which first requires pressing a button or swiping at the screen to get to it in the first place. It is definitely advisable to set your settings before driving off and only use the basics on the move.

Is the Polestar 3 practical, and how big is the boot?

The Polestar 3 is very practical.

There is a lot of headroom and legroom in the front, while the cabin feels extremely wide - the car is slightly broader than a Volvo XC90. The rear is much the same, with plenty of legroom – the five-seater offering tonnes of space compared with the seven-seater XC90 and EX90.

Visibility out of the front isn’t too bad, offering a commanding position of the road ahead, though the A-pillars aren’t the thinnest we’ve seen. From the rear, chunky pillars and a shallow window heavily compromise your view due to the sloping roofline.

Thankfully, parking sensors are standard, along with a 360-degree surround view camera. Boot space measures 484 litres (including 90 litres underfloor storage), expanding to 1,411 litres with the rear seats folded over in a 60:40 configuration.

There is also 32 litres more in the ‘frunk’ underneath the bonnet. Inside, you’ll find plenty of places to store things, with Polestar claiming there's over 23.8 litres of storage in the front of the cabin alone. Four cupholders and four USB ports are also included.

How safe is the Polestar 3?

The Polestar 3 earned a five-star Euro NCAP rating following crash tests in 2025, with 90% for adults, 93% for children, and 83% for safety assists.

A suite of driver assistance systems includes 12 ultrasonic sensors, a front radar, adaptive cruise control, blind spot information, corner traction control, driver monitoring system and driver steering recommendation.

Intelligent speed assist with automatic speed limiter and warning, lane departure warning, lane keeping aid, oncoming lane and run-off road mitigation, road sign information, and a tyre pressure monitoring system are included too.

You also get a host of collision avoidance systems, along with driver drowsiness and inattention detection.

Can I choose optional extras with the Polestar 3?

There are plenty of options available. We have already covered wheel sizes, while there’s a range of interior upholstery alternatives (though only the most expensive ones offer brighter colours).

For now, new models are being gifted the optional Prime Pack as standard, which includes three other packs: Pilot, Climate, and Plus. The Pilot Pack features pilot assist, curve speed assist, lane change assist, park assist pilot, and a 3D view 360-degree camera, while the Climate Pack adds heated back seats and a toasty steering wheel.

The Plus Pack adds noise cancellation, headrest speakers, a head-up display, infrared windscreen, advanced air cleaner, and soft-close doors, amongst others – plus a 24-speaker Bowers & Wilkins sound system.

Additional features such as an electrochromic glass roof, megapixel HD LED headlights and an electric tow bar can also be added, along with chargers, bumper protection trims, floor mats and other accessories.

What are the rival cars to the Polestar 3?

The Polestar 3 positions itself as a premium car – and with a price tag as high as it is, it had better be, though there are plenty of rivals that it undercuts. The likes of the BMW iX, the Mercedes-Benz EQE SUV and thePorsche Macan Electric are, along with the Audi Q6 e-tron and Q8 e-tron, the main competition.

Of course, we've touched on the Volvo EX90, which shares a platform with the Polestar 3, while the likes of the Kia EV9 and the Hyundai Ioniq 9 shouldn't be dismissed. In case you’d forgotten, Lotus has joined the party with the Eletre.

But Jaguar’s rival, the i-Pace, has been discontinued.

What is the final verdict of the Polestar 3?

The Polestar 3 was mightily impressive – and still is. Maybe a smidge of playfulness has been lost, but few will notice - and the benefit of the upgrades outweighs the drawbacks.

The materials are nice, the interior is lovely, it’s highly spacious, powerful, and offers range and charging speeds that meet or exceed many competitors', though larger SUV foes have bigger boots.

We recommend the Dual Motor we drove, which offers the best range and ride comfort, but even the entry-level Rear Motor offers sufficient performance. On the downside, the infotainment system - lovely as it is - is now so comprehensive that it’s confusing to use on the move.

Nevertheless, this otherwise excellent Scandinavian is a worthy match for far more established premium contenders. 

Where to next?

View latest Polestar 3 lease deals - from just £671.56 per month inc VAT**.

Call us on 0118 3048 688 or hit the green 'Enquire' button for more details.

Looking for a great leasing deal? Check out our incredible range of Special Offers and Lease Deals. 

New mid-sized SUV? Read our latest Reviews and find the right model for you.

Want to know more about leasing? Take a look at our comprehensive Leasing Guides.

Interested in everything motoring? Why not catch up on all the latest Car Leasing News.

**Score based on Select’s unique meta score analysis, taking into account the UK’s top leading independent car website reviews of the Polestar 3. 

**Correct as of 11/05/2026. Based on months 12 initial payment, 5,000 miles annually, over a 48 month lease. Initial payment equivalent to 12 monthly payments, or £8,058.72 (Plus admin fee) Ts and Cs apply. Credit is subject to status.

Every lease deal is a fixed monthly cost for the whole of your contract, apart from changes to government costs, e.g. VAT changes or road fund license cost changes and in certain specific cases where the funder changes the price. Electric range quoted is WLTP.

We like to be up front and transparent with our customers, ensuring they get the service they can expect. View our initial disclosure document here: https://www.selectcarleasing.co.uk/initial-disclosure-document.html

All vehicles listed are subject to manufacturing availability and images and descriptions used are for illustrative and reference purposes only. Please visit the manufacturer’s website for more accurate specification. All data listed comes from the CAP database and is subject to change. Terms and conditions apply.

To be eligible for one of our offers you will need to be over 18 to qualify and approved for credit with one of our verified lenders, which is subject to status and the finance companies terms and conditions. Not all applicants may be eligible. Failure to maintain payments may result in the termination of your contract agreement and the vehicle being returned

Select Car Leasing is a credit broker not a lender. Select Car Leasing is a trading style of Select Contracts (UK) Limited and the firm is authorised and regulated by the Financial Conduct Authority FRN 670832. VAT Registration No 392 2756 72. ICO Registration ZA076253. Company Number 06569098. Select Car Leasing is proud to be a member of the British Vehicle Rental and Leasing Association (BVRLA) No 1846.