The Polestar 2 was one of the biggest revelations in electric mobility. The 4 was further confirmation, capable of turning heads with its unconventional design, but the 3 could truly be the ultimate EV. The hills of Monferrato now have the task of delivering the final verdict.

Words Matteo Lavazza / Photos Jay Tomei

Some people claim that the Polestar 3 and 4 are sisters. Identical twins. They are wrong. And they are probably the same people who complain about the high price of two of the most interesting 100% electric alternatives to today’s mobility. If we really want to give them a family classification, let’s call them cousins. After all, despite their similarities in terms of styling, size and interior space, they do not even share the same platform. While the 4 is based on the Geely Group’s SEA platform, the 3 is chronologically a slightly older project and even more closely related to Volvo, which, as you probably know, has always been Polestar’s “parent brand”.

A brief and necessary overview aside, after having had the chance to drive the three-box saloon 2 and the crossover/SUV 4 without a rear window, the time has finally come to close the circle, at least until the 5 hits the road: the brand-new, luxurious GT recently announced at the time of writing. Standing in front of the 3, I once again find myself facing substantial dimensions and an overall volume that creates a rather peculiar optical illusion. Let me explain. From a distance, you cannot help but think that this is a big car. The footprint of those 295-section rear tyres on 22-inch wheels makes that statement loud and clear. As you get closer, however, you realise that the overall height of the 3 barely reaches your shoulder – and I am certainly not what you would call an NBA player.

You might therefore be tempted to think that this optical trick comes at the expense of interior space, but reality is that with the driver’s seat adjusted for someone 1.85 meters tall, the rear offers more than enough room to accommodate five people. The two passengers sitting at either end can even cross their legs. I would not be surprised to see a ticket inspector asking the occupants for theirs. Everything is wrapped in a design that is clean yet sophisticated at the same time. And by sophisticated, I mean that Polestar’s designers have not simply taken the so-called styling cues associated with the young Swedish brand and applied them to yet another model. They have actually earned their keep by introducing carefully considered solutions aimed at improving aerodynamic efficiency and, consequently, optimising battery consumption. After all, this is still an electric car, and that unavoidable relationship between efficiency and range inevitably comes into play.

Polestar is not one of those brands that focuses its efforts on outrageous peak power figures. Of course, the 544-hp and even 680-hp versions could be considered exceptions that prove the rule, but our Long Range, with “just” 299 hp, demonstrates how broad the offering can actually be for customers with logically different needs. Personally, I believe that giving up a few hundred horsepower in favour of lower weight and more natural handling could be more than enough reason to save a few quid when buying the car.

In our case, then, there is a single motor mounted on the rear axle. The battery pack has a capacity of 111 kWh and promises – very optimistically – a range of around 695–705 kilometers. After spending several weeks in the pleasant company of the Polestar 3, I would give you a more realistic 480–500 km. That figure takes into account mixed driving, including motorway use and a decidedly non-frugal approach to air conditioning. To put it very simply: that is not bad at all, especially considering that we have a single electric motor.

But just how good-looking is the 3? White would undoubtedly emphasise the sophistication of its design, but even a less attentive glance cannot fail to notice the spoiler positioned at the base of the frunk. It is called the Aero Wing and serves a very specific purpose: improving airflow by redirecting it over the bonnet rather than allowing it to hit the windscreen. The side profile showcases a high beltline and enormous 22-inch wheels, while the rear three-quarter view is one of the best-executed designs in the automotive world today. The rear window is very small, but its presence helps slim down the overall shape. Follow it from behind and it looks substantial, raised and imposing, and while you are almost hypnotised by the rotation of those enormous wheels, you still cannot quite decide whether to call it an SUV, a crossover or something else.

Definitions that become completely irrelevant once I climb aboard and am greeted by the typical Volv… Polestar environment, devoid of physical buttons except for those on the steering wheel. Dominating the center of the dashboard is a huge 14.5-inch vertical touchscreen, equipped with Android Automotive OS and integrated Google services. If you are over 65, just know that it works exactly like a smartphone, except you cannot slip it into your pocket. Behind the steering wheel sits another display showing the basic information needed for driving. Above your head, a gigantic glass roof enhances the sense of space and brightness inside the cabin. In short, the 3 is a very pleasant place to be, and that is not a quality to be underestimated, especially when you consider that sooner or later you will be spending some time parked at a charging station.

With charging speeds of up to 310 kW, you can go from 10% to 80% in around half an hour. In a more likely scenario, using 150-kW chargers, roughly the same amount of time is enough to go from 20% to 70%, which is more than enough to continue pretty much any journey without a care in the world. Because, just like the other Polestars, the 3 is not merely an impressive piece of technology, but an exceptional tool for getting from one place to another. In total comfort and relax, thanks both to the outstanding seats and to the Bowers & Wilkins audio system, which provides the soundtrack accompanying you from home to your destination, through your charging stop and all the way back again.

So far, so good. Very good, in fact. Our test car has a kerb weight just under two and a half tonnes, in exchange for doing without a second motor and all-wheel drive. Its 299 hp are more than sufficient, especially in urban and extra-urban driving. At higher speeds, you do not really feel the lack of additional power, because the car is electronically limited to 180 kph. So, whenever the speed limit allows it, throttle response is still immediate – we have 490 Nm of torque available instantly – but the acceleration abruptly comes to an end once the limiter kicks in. The story is different when launching from a standstill, where the Long Range manages the 0–100 kph sprint in around 7.8 seconds, although some figures quote 6.5 seconds. Here you can feel the weight coming into play. It takes just 4.5 seconds to reach 80 kph, meaning that the remaining 20 kph take longer than expected.

But the Polestar 3 is not a car to be driven with a knife between your teeth. Even with the steering response set to its firmest mode, the suspension and dimensions naturally lead the driver towards a driving style focused more on comfort and covering distance. Regardless, driving the 3 is rewarding and relaxing. It is precise and, despite being almost two meters wide and nearly five meters long, it moves with confidence both on the motorway and along the winding roads of Monferrato, where the still-bare landscape will soon be transformed by the wonderful colours of spring.

During the weeks with the Polestar 3 in the garage, there was never a moment when I wished I had another car with me. Just like the 2 and the 4, it demonstrated undeniable qualities in terms of practicality and usability, never forcing me to perform too many calculations when planning charging stops. We also have Google’s excellent assistant to thank for that, as it identifies the best route and integrates charging stops along the way. I loved it for its different take on design: never predictable, yet never pointlessly weird like some Chinese cars. You can feel the quality inside, in the materials and assembly, while the silence on the move adds to the countless other qualities that help justify a price tag that is certainly not within everyone’s reach.

We are after all talking about what could be considered an entry-level version, which is why its price of almost €80,000 – €77,900 to be precise – may make you pause for a moment and take a more measured look at whether all of this is really worth it, or whether it is simply the enthusiasm generated by yet another exceptional product wearing the Polestar badge.

The quality is here. There is no doubt about that. Everything you could want from a car that smells of the future is here, too. And if we place it within the broader competitive landscape, Polestar’s asking price is in line with its rivals – Tesla Model X, BMW iX, Audi Q8 e-tron and Mercedes EQE – so in the end, it seems to come down largely to a matter of personal taste. Compared with the others, the Swedish car gave me that particular pleasure of stopping to admire the details, much like what happened with the Model X and its falcon-wing doors. I would choose it, perhaps with all-wheel drive and two motors rather than one. And I would have it in white, to make the most of the work carried out by the design team. If only they made it with an internal-combustion engine, it would be perfect. But that is the same old story we will never get to read. I smile as I close the door and find myself face to face with the 3 once again. And, honestly, I already feel incredibly satisfied just as it is.

POLESTAR 3 LONG RANGE RWD

Engine Electric with 111 kWh batteries  Power 299 hp Torque 490 Nm Traction Rear Wheel Drive Transmission  Single Speed Automatic Gearbox Weight 2.480 kg

0-100 kph 7,8 sec Top Speed 180 kph (limited) Price from €77.900 (€87.200 as tested) Range 695 km (declared by the brand)