Gorgeous, fast, and ultra-premium, the Polestar 3 nails style and performance in equal measure.
The tech and interface, however, are infuriating and ruin what could be a near-perfect experience.
It’s one of the best-looking EVs on the market, but usability issues may drive you away.

Fair warning: I have rarely been more torn about a vehicle. The 2025 Polestar 3, dressed in its brooding “Space” black paint, might just be the most visually alluring SUV I’ve driven in a long time. But as much as I adore its exterior and powertrain, the user interface makes me want to launch it into orbit.

SUV Design Evolved

Let’s start with the good, because there’s plenty. The Polestar 3 is achingly beautiful. Call it a crossover, SUV, or electric shooting brake, but it draws eyes wherever it goes. Every angle has purpose. That light bar stretching across the rear is a showpiece, and the spoiler hanging off the back roofline gives it a hint of menace. Standard staggered wheels and tires complete the aggressive stance. Honestly, I’d have opted for “Jupiter” or “Magnesium” paint to let the details shine, but even in black, it looks sharp.

Inside, the same level of design precision continues. The cabin exudes an ultra-premium feel, with responsibly sourced materials and elegant simplicity. It’s quiet, beautifully assembled, and feels every bit a $100K vehicle. Rear seat space is excellent as this thing has a 3-metre wheelbase and you get all the expected niceties like heated rear seats, tri-zone climate control, and a power hatch that opens to 597 litres of cargo space.

Much Power, Yet Comfy

Performance? Yeah, the Polestar 3‘s got that too. My tester was the long-range dual motor, which pumps out 489 horsepower and 620 lb-ft of torque. That means 0–100 km/h in a hair over five seconds despite the roughly 5,500-lb curb weight. You can step up to the Performance Pack and get 517 hp and quicker acceleration, but you lose around 57 km of range. Honestly? Not worth it.

Range with the standard 111 kWh battery is officially 506 km. Based on my real-world experience, that number holds up even with some “enthusiastic” driving. The Polestar 3 supports up to 250 kW DC fast charging, so 10–80% happens in about 30 minutes.

Ride quality is another highlight. Air suspension is standard, and it strikes a wonderful balance between comfort and control. In “Standard” mode, the suspension soaks up rough roads while still giving you a sense of stability through corners. The Brembo brakes are fantastic too. They provide great initial bite and progressive pedal feel.

Human-Machine Aggravation

But now we get to the dealbreaker: the tech. It’s maddening. And not in a “oh, I need to get used to it” kind of way. The infotainment is built on a Google-based interface that’s technically capable, but overwhelming in execution. Many basic functions are buried in menus. You need to tap through several layers to adjust the HVAC, mirrors, or seat settings. And don’t get me started on the rear window controls that require a button press before activating another button to toggle front vs. rear. Why?

Even the startup experience isn’t consistent. The key fob must be physically placed on the centre console or else the vehicle refuses to start – this was the case in my test unit. It’s the little things like this that chip away at the driving experience. And although the touchscreen is bright and clear, glare from sunlight can render it nearly unreadable.

There are some redeeming quirks, like the one-pedal drive modes (Off, Low, Standard), customizable suspension settings, and multiple drive modes, but navigating to them often turns into a software exercise rather than a driving task. A few physical buttons would go a long way in reducing frustration.

To Love and Hate

So where does that leave the Polestar 3? It’s gorgeous. It’s fast. It’s priced competitively in Canada, starting at $96,000, and my tester with the Plus pack, 21-inch wheels, and optional paint rang in at just over $110,000. That puts it squarely in the crosshairs of the BMW iX, Audi Q6 e-tron, and the EQE SUV, and a few notches above the likes of the Cadillac Lyriq.

And honestly, it might be the best-looking of the bunch.

But I can’t recommend it. Not yet. Unless Polestar makes some quick software updates and rethinks a few design choices inside, the 3 risks becoming a gorgeous SUV that only enthusiasts with high pain tolerance can love.

I really wanted to fall for this car. And in many ways, I did. But until it stops fighting me every time I try to use it, the Polestar 3 will remain a car I respect from afar.

2025 Polestar 3

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