The BMW iX is a fancy electric SUV that doesn't use gas, which means it's better for the environment. It has a lot of cool tech features and is designed to be comfortable and spacious for passengers.
Dual-motor all-wheel-drive means the car has two electric motors, one for the front and one for the back. This helps the car grip the road better and perform well in different weather.
In a brake-by-wire system, the brakes are controlled electronically instead of using physical parts. This can make braking more responsive and allow for extra features.
Regenerative braking is a way for electric cars to save energy when they slow down. Instead of wasting energy, the car uses it to recharge its battery.
Active air suspension helps make the ride smoother by adjusting how the car's suspension works while you drive. It can make the car feel more comfortable or sporty depending on the situation.
The Jaguar I-Pace is a fancy electric SUV that offers a lot of space and modern technology. It's designed to be both fun to drive and environmentally friendly.
Level-2 semi-autonomous driving means the car can help with driving, like steering and speeding up or slowing down, but you still have to pay attention and be ready to take over if needed.
EPA rated range is how far an electric car can go on one charge, according to tests done by the government. It helps you know if the car can get you where you need to go without running out of battery.
Tesla superchargers are special charging stations made for Tesla cars. They help you charge your car quickly, so you can keep driving without waiting too long.
Commercial charging is when you charge your electric car at public charging stations instead of at home. You can find these stations in places like shopping centers or along highways, but they can sometimes be more expensive.
Level 2 charging is a way to charge electric cars faster than regular home outlets. It uses a special 240-volt outlet, which means you can fill up your car's battery more quickly while you sleep.
Open-pore ash trim is a style of wood used inside cars that looks natural and has a textured feel. It's different from shiny wood because it shows the wood grain more clearly, making it look more elegant.
The Porsche Macan is a small luxury SUV that drives like a sports car, making it fun to drive while still being useful for everyday tasks. It's known for its stylish design and comfortable interior, which is why many people love it.
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I'm here to tell you all about the Polestar 3, range, charging speed, driving dynamics.
This is not the one that eliminates the back window.
That would be the Polestar 4.
This is the 3.
There's the old chestnuts, the only thing constant in life is change, and it describes
the automotive industry perfectly.
Polestar wasn't even its own brand 10 years ago, just the Performance Division of Volvo.
Since 2020, the dedicated EV brand has had only one mainstream model, the two.
Now there's the three, a much-needed SUV.
The two sedan was welded, bolted, and glued together in China.
This is made in South Carolina.
The sleek sheet metal and visual aerodynamics speak for themselves.
There's a strong desire to explain itself too.
It's always wise to cross shop.
There's a surprising amount of competition for the Polestar 3, Acura ZDX, Audi Q6 e-tron,
BMW iX, Cadillac Lyric, Genesis GV60, and Electrified GV70, plus Porsche Macon EV.
Ah, I left out Lexus RZ.
The Tesla Model Y, but arguably it lacks the premium ambiance of the others.
Seems like Polestar's design team was inspired by the lack of the wise buttons, though.
More on that kind of change later.
Available in rear-drive with 350 miles of rated range, pricing starts at around $68,000.
I'm driving the top-spec dual-motor all-wheel-drive long-range version with a plus and performance
pack retailing for $91,800 before any government tax or Polestar incentives.
When it comes to the 0-60 mph performance benchmark run, the single-motor Polestar 3 will do that
dash in 7.5 seconds.
The dual-motor drops it to 4.8, this one with the performance pack 4.5.
It's only a little bit faster.
It moves out really nicely, and for passing on two-lane roads, plenty of power.
Some EVs have synthetic engine tones.
This one does not.
It's very quiet.
Keep in mind the plus pack adds active noise cancellation and impressive Bowers & Wilkins
3D audio with Dolby Atmos.
That and the EV drivetrains thrust and refinement add up to change that even Luddites can
get behind.
Polestar 3's dual-motor all-wheel-drive setup with performance pack software makes 517 horsepower
and 671 lb-ft of torque.
The battery is a 17-module lithium-ion pack with a 111 kWh capacity floor-mounted naturally
for the low center of gravity we all crave.
The 3 hides its 8.3-inch ground clearance well.
It looks lower.
This is one of those vehicles that unlocks as you walk up to it.
It fully awakens, all you have to do is sit down, buckle up, and you're set to jets.
I am very happy that Polestar has given me a gauge cluster.
Thank you.
Change means there's a card that acts as the key, or a fob that has no buttons
so unlocking the vehicle from a distance means phishing your phone from pocket or purse and
using the app.
The transmission is single-speed, adaptive air suspension is standard on all-wheel-drive
models.
Nearly all driving parameters can be adjusted, steering weight, throttle response, suspension
firmness, recuperation drag, and ride height.
The $6,000 performance pack adds these lovely 22-inch wheels wearing Pirelli P0 rubber.
The Swedish gold calipers are by Brembo, it's a brake-by-wire system.
With all-wheel-drive, this tows up to 3,500 pounds.
Like all EVs, that reduces range significantly.
In its most aggressive regen setting, this is pretty easy to drive without touching
the brake pedal.
You can set it to either creep, go along, or to come to a complete stop.
And the brake pedal feel, the transition from recuperation to the actual physical
disc brakes is pretty darn smooth.
The dual-chamber active air suspension that monitors road and vehicle dynamics 500 times
a second gets pole-star tuning when the performance box is checked 500 times a second.
Just try blinking your eyes that fast.
It shouldn't come as any surprise that with the dampers in their firmest setting.
The ride is a little bit flinty, and it doesn't help that there are 22-inch wheels with low-profile
tires, but the suspension can be softened up, and it's comfortable.
And still, there's not a lot of body roll if corners fairly flat.
Better living through electronics.
With its torque-vectoring rear axle, three is nimble and great fun to chuck into sharp
corners, feeling lighter on its feet than 5,800 pounds.
For dynamics, the coefficient of drag is .29.
The integrated wing, something Jaguar I-Pace and Dodge Charger do as well, gets a lot of
attention.
The greenhouse is on the narrow side, and looking back, there's a fairly sizable D-pillar
blocking my view.
Good thing there's blind spot warning.
You do sit a little bit higher in pole-star 3.
That's what people love these days.
Like there's kind of an arms race.
At least this has a back window, unlike pole-star 4.
That's a polarizing change there.
2026 pole-star 3s will be available with optional roof-mounted LiDAR and more cameras for level-2
semi-autonomous driving similar to GM Supercruise.
The hardware cannot be added to 2025 models, so wait if you want that and the possibility
of level 3 that pole-star and Volvo are working on.
The standard dual-motor pole-star 3 is EPA rated at 315 miles of range, with a performance pack
it drops to 279.
Now I didn't do an official range test, but I went about 245 miles before I got nervous
about recharging.
And that's in conditions that are in the mid-60s, and my usual mixed driving, I'm
kind of aggressive.
At commercial, you see fast chargers.
This juice is up at a max rate of 250 kilowatts.
That's a 10-80% fill in about 30 minutes.
High-speed 350 kilowatt terminals are becoming more common, though I still find a lot of
150 kilowatt stations.
Also, this has access to Tesla superchargers.
Search for magic dock terminals or bring an adapter.
The infrastructure is growing and becoming more dependable.
Maybe watch YouTube videos while waiting, though I find snack, email and bathroom breaks eat
up that time.
Commercial charging is great when you're traveling, but really, for the best electric vehicle
ownership experience, you need to be able to charge where you sleep using level 2 to
40 volt current.
For starters, it's a lot more convenient.
You just plug in before you go to bed, wake up, you've got a full battery.
It's also much less expensive to juice up at home.
Commercial chargers can be expensive.
And if you're charging at work for free, it's even better.
With electricity on your dime, fueling costs are reduced some $900 annually compared to
gas-powered vehicles.
No oil changes and longer brake life, too.
Visually, the cockpit is a winner.
Shades of Volvo include open-pore ash trim and arguably the best seats in the land.
Covered in perforated Napa leather, they're heated, vented, infinitely adjustable and
offer up a solid massage.
Probably not Swedish, though.
Don't go changing any of that.
But like the Volvo EX30 I had recently, buttons are at a premium.
There's a volume knob for the Bowers and Wilkins, but rolling down the rear window means toggling
the controls.
Adjusting mirrors and the steering wheel is a 1-2 combo of screen and multi-purpose
buttons.
Cruise control means hitting the drive selector a second time, opening the glovebox, and
use the screen.
There's a learning curve here, but more than that.
This is a $92,000 car.
The Android automotive-based user interface has a bright screen with snappy response.
Many functions are buried farther in the menu than I like.
Let's assume owners will get used to it.
I embrace technology.
Typically, I'm an early adapter, but I would love more hard buttons in this car.
Fortunately, there's Google Assistant with really good natural voice commands, so
you don't have to look at the screen very much.
However, hey, hey, I'll use the button.
OK, it's not working.
Even if I call it up on the screen, how much charge is left in the car?
Hello?
It doesn't respond.
It's my son.
Hang on.
Hello?
Hello? See, the microphone doesn't work.
Things are a little buggy.
And yes, the cellular connection was good.
Now, to be fair, on my way to drop the car off, Google Assistant worked just fine.
And when functional, it's an excellent way to control the vehicle and keep eyes
on the road.
The charge pad works great.
Cadillac EVs no longer offer Android Auto or Apple CarPlay if that's a dealbreaker.
The nine inch gauge cluster, as it were, can be changed up.
There's the usual amount of cubby holes all over the cabin.
Plus this unique flap, good for, I don't know, receipts.
The console takes up some space with room for a small bag between the seats.
And if you're wondering, yes, there's storage space in the nose, a full cubic foot.
Got to love this back seat.
I'm five foot nine and sitting behind myself, I have loads of space.
Headroom, very generous.
Same with knee, leg, and footroom.
The cushions are high enough, but maybe a little short for excellent thigh support.
Door openings are big enough so you can get in and out.
Not too much of a problem.
Door pockets are pretty good sized, but there are no sunshades that you might
expect on a vehicle that's over $80,000.
At least there are pockets on both seat backs.
Phones can be charged, there's a separate climate zone back here, adjustable vents, and heated
seats for the outboard positions.
The floor is board-flat, helps with footroom.
The only cup holders back here are these.
Pretty typical.
The big glass roof makes things very airy back here, although there is no built-in
shade.
Not my wife and her friends to the airport in this.
The three that sat back here just gushed about the space, they loved it, especially the one
that just bought a Porsche Macan EV, and doesn't feel like that has enough leg room.
When it comes to design, Holestar 2's hatchback-y sedan uses hard straight lines to create
some semblance of curves on the whole.
Looks like a Volvo.
The three is drawn up with softer lines that give it a dedicated brand appearance, other
than the Thor's Hammer headlights.
It's low and live for a sport ute.
And judging by the parking lot conversations, people like the styling.
In optional $1,600 snow paint, there are the inevitable stormtrooper comments.
Happy to see one of these, automakers have said aerodynamics clear the glass.
They don't, says this Seattleite.
Look close and there are small details.
Sensor arrays used to be ungainly panels.
That now changes to subtle.
Kicked open tailgate?
Yep, and that's good because the hatch release is way down low here where it collects
a lot of road grime and gets your hands dirty.
No need to leave the security shade in the garage.
It doesn't store underneath, but the included hefty dual-voltage travel
charge cord does, and it just fits in the front area too.
Welcome Volvo touches include the cargo divider feature that creates bag hooks and
no shortage of those.
Skiers will like this.
Roof racks create wind noise and drag that lowest range.
Tie-downs feel like they could support the weight of the car and love the big
elastic band that'll keep a half gallon of milk from rolling around.
The suspension can be lower to smidge for easier loading.
I would trade that feature for remote releases.
It's quite a reach in from the back.
People smaller than me would be best to go around to the rear doors to drop them.
Max cargo space is 47 cubic feet.
With the backs up, it measures 18 cubes.
Place your bets on how many packs of the two-ply will fit.
This space is much smaller than Lyric's 28 cubic feet that takes on eight packs,
but still, Polestar 3 scores a seven.
It might look like the hatch won't shut.
It's an optical illusion.
I always allow for a gentle push on the tailgate since TP has some give,
but that's not necessary here.
This is not an inexpensive car, though eliminating the performance and plus
packs on a dual motor model drops the price to as little as 75 grand and raises
range by 36 miles.
For everyday driving, I'm not sure the performance advantage is worth $6,000.
Polestar 3 has a lot going for it.
Range and charge speed are very good.
There's lots of room for both passengers and cargo.
It looks great inside and out, and these seats are awesome.
Visibility is just OK.
And did I mention I would like more hard buttons?
Maybe.
And of course, the software.
That needs some tweaking.
I'm waiting for the next OTA.
Polestar 3 is a stylish package with driving chops.
Adding more physical controls would be a welcome change.
And then it would be right on the button.
Wearing performance tires, I didn't off-road this, but considering the 8.3 inches of ground
clearance, I'd have liked to have seen this at Mudfest 2025.
That's my way of plugging that video.
Annually, it's one of my most visual and comprehensive pieces.
Check it out.
Martin Campbell drives while I shoot running footage, so he has a good idea what
this car is all about.
What do you like?
No, it drives well.
It's quick off the line.
It's really nice interior.
Looks great outside.
Yep.
What don't you like?
Software.
Yeah, yeah.
Hopefully they'll fix that, huh?
And don't just take our word for it.
We encourage you to watch and read other reviews whenever you're researching a vehicle.
Cars are a huge investment.
Before I go, a couple of things that I'm very proud of when it comes to driven
car reviews.
I never waste your time.
I get right to the information plus pretty darn good photography and usually
audio if it's a little bit loud.
That's because I'm in a section of Seattle called Magnolia by a train yard.
And look at that.
These are Boeing 737 fuselages on their way to Renton for final assembly.
I could make a joke about the duct tape on the door, but.
I'm above that.
You're here at the end.
I'm assuming you enjoyed the video.
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because this has become a good community.
Check it out.
That's driven.
I'm Tom Volk.
In its most aggressive regen setting,
Polestar 3 is pretty easy to drive without touching the brake pedal.
You can set it to come to a complete stop or to creep, like I am.
I'm not a creep.
I'm just talking about, and that's Martin Le.
About this episode
The Polestar 3 emerges as a crucial SUV for the young brand, showcasing impressive range, charging capabilities, and driving dynamics. Built in South Carolina, it features a sleek design and a powerful dual-motor setup delivering 517 horsepower. The episode dives into its performance metrics, including a 0-60 mph time of 4.5 seconds with the performance pack. While it boasts a luxurious interior and advanced tech, the host notes a need for more physical controls and some software tweaks. Comparisons with competitors like the Audi Q6 e-tron and Tesla Model Y highlight its market positioning.
Fast, nimble and sleek, Polestar 3 is a much-needed addition to the 2 that's been Polestar's only real offering since 2020. Pricing starts at $68,900 for a rear-drive model with 350 miles of E.P.A.-rated range. Tom Voelk checks out a top spec dual-motor AWD Long Range version with the Plus and Performance Packs, retailing for $91,800 before any government tax incentives or Polestar spiffs (keep an eye out for generous enticements from Polestar). Thinking of an Acura ZDX, Audi Q6 e-tron, BMW iX, Cadillac Lyriq, Genesis GV60, Lexus RZ, Mercedes EQE or Porsche Macan EV? Put the 3 on your test drive list. Just make sure you're comfortable with the interface.
