Review: The 2025 Polestar 3 Long Range Dual Motor Trades Simplicity for Sculpture

Polestar released the 2025 Polestar 3 Long Range Dual Motor into the luxury electric SUV segment. It competes directly against the BMW iX xDrive40, which starts at 77,300 euros in Germany, and the Audi Q8 50 e-tron, priced from 74,400 euros. The Mercedes-Benz EQE 350+ SUV also occupies this space with a base price of roughly 83,500 euros. Our tested Polestar 3 Long Range Dual Motor configuration carries a German base price of 81,590 euros, while the entry-level Single Motor model starts slightly lower at 78,590 euros. Measuring 4.9 meters in length, the vehicle occupies a substantial footprint on European roads. The vehicle shares its underlying structural architecture with the Volvo EX90 but adopts a strict five-seat layout.

The manufacturer claims a maximum range of up to 610 kilometers on the WLTP cycle for this dual-motor configuration. This figure relies on the standard 20-inch wheels and a fully charged 111 kWh battery pack. WLTP figures serve as standardized estimates rather than guarantees, and variations in wheel size or optional equipment will naturally alter the final numbers. The testing cycle assumes a very specific mix of urban and extra-urban driving under controlled laboratory conditions. Official documentation indicates a combined consumption rating hovering around 21 kWh per 100 kilometers.

Real-world range typically falls 15 to 30 percent below WLTP estimates depending on driving style, temperature, and speed. Highway driving at a sustained 130 km/h in mild weather will likely yield an actual range closer to 420 kilometers before requiring a charging stop. City driving takes better advantage of the regenerative braking system, pushing the functional range closer to 500 kilometers in stop-and-go traffic. The aerodynamic profile helps preserve energy at higher speeds, but the physical reality of pushing a large, blunt object through the air eventually takes its toll. These estimates assume a dry road surface and an ambient temperature around 20 degrees Celsius.

Power comes from a 111 kWh battery pack utilizing Nickel Manganese Cobalt chemistry. This NMC makeup provides a high energy density, allowing the vehicle to store a massive amount of power without intruding further into the passenger cabin. It also maintains better charging performance and discharge rates in sub-zero temperatures compared to lithium iron phosphate alternatives. The battery architecture operates on a 400-volt system rather than the newer 800-volt standard, capping DC fast charging speeds at 250 kW. The primary trade-off of NMC involves a shorter overall cycle life and a higher sensitivity to thermal stress over decades of use. Polestar explicitly recommends limiting daily charging to 90 percent to preserve long-term battery health, reserving a full 100 percent charge strictly for extended trips.

Engineers opted for a dual-motor setup with a distinct rear-wheel bias. The rear axle features a sophisticated dual-clutch torque vectoring system rather than relying on the traditional brake-based vectoring found in most electric SUVs. This mechanical solution physically distributes torque between the left and right rear wheels to help push the 2.6-ton vehicle through corners. The system can also decouple the rear motor entirely during steady highway cruising, allowing the car to run solely on the front motor to conserve energy. The 360 kW power output delivers relentless acceleration, pushing the vehicle to 100 km/h in exactly five seconds. Thermal management is handled by a standard mechanical heat pump that draws ambient heat to warm the battery and the cabin. This specific hardware choice helps reduce range loss during winter driving.

The chassis relies on a dual-chamber air suspension system paired with active ZF adaptive dampers. These dampers process road data and adjust their firmness every two milliseconds. The suspension hardware physically separates rebound and compression forces, allowing the vehicle to manage its immense weight without crashing over expansion joints. It controls the body roll with precision while soaking up broken pavement. In hindsight, making this complex air suspension standard equipment was likely the necessary step to mask the sheer mass of the battery pack from the driver. The tuning prioritizes controlled compliance over absolute stiffness, creating an isolation layer between the cabin and the road surface. The hardware ultimately allows the heavy vehicle to maintain composure through high-speed transitions.

Inside the cabin, the design relies on recycled materials like MicroTech upholstery and repurposed aluminum trim. A 14.5-inch portrait touchscreen running Android Automotive dominates the center console and handles nearly every vehicle function. The user interface behaves much like a minimalist smart home thermostat that looks beautiful on the wall but requires three submenus just to turn up the heat. Climate controls, mirror adjustments, and even the steering wheel position are buried within digital menus. My son, who usually adapts to new interfaces instantly, spent three full minutes trying to figure out how to direct the passenger air vent. The complete absence of physical buttons for basic tasks like adjusting the cabin temperature or audio volume forces the driver to look away from the road. Interacting with a flat glass screen while driving at highway speeds is a clear safety concern and makes operating the vehicle actively discomforting. However, the system does offer voice commands for drivers willing to learn the specific phrasing required. All essential controls are routed through this central processor.

The exterior design features functional aerodynamic elements integrated directly into the bodywork. A front aero wing built into the hood and a rear spoiler blade guide air smoothly over the vehicle, resulting in a drag coefficient of 0.29. The seating position sits noticeably lower than a traditional SUV, creating a more car-like driving posture. Cargo volume measures 484 liters in the rear trunk, with an additional 32-liter compartment under the hood that fits charging cables, assuming they are rolled tightly. The optional 25-speaker Bowers and Wilkins audio system utilizes Dolby Atmos technology and includes speakers built directly into the headrests. The acoustic environment benefits from extensive sound deadening material and laminated glass.

The vehicle assembly takes place at the same time in manufacturing facilities located in Chengdu, China, and Ridgeville, South Carolina.

Evaluating the long-term durability of this vehicle requires looking at both its mechanical complexity and its software foundation. The mechanical torque vectoring dual-clutch system on the rear axle adds moving parts and fluid to a drivetrain that is otherwise celebrated for its simplicity. Air suspension systems also carry a reputation for expensive maintenance as rubber bladders degrade over time. The Android Automotive software backbone has suffered from glitches and slow response times in earlier iterations, and this vehicle relies entirely on that central screen for operation. The SPA2 platform is entirely new, meaning early examples may experience typical initial production line variances. The brand itself is still establishing its long-term reliability record, leaning heavily on Volvo’s engineering legacy. The NMC battery chemistry is well understood and protected by an active thermal management system, providing a known baseline for the core powertrain.