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Despite being launched three years ago, the Polestar 3 has taken its time to arrive in Canada, but finally the all-electric SUV is here. And while the base price of $107,100 for the top-of-the-line Launch Edition trim puts it out of reach of those looking for an entry level EV, it is very well-appointed, and its performance attributes put it on equal footing as competition like the Audi Q8 e-tron and the BMW iX.

Before we get to thoughts and impressions of the all-wheel-drive Polestar 3 following a week behind the wheel, the good news for Polestar is that it finally has a stable featuring more than just one model. The Polestar 2 has held down the fort since 2020 — the 2+2 Polestar 1 PHEV that launched the brand in 2019 was a limited-run model of just 1,525 units — and with the release of the Polestar 3 and Polestar 4, global sales have vastly improved. For the first six months of 2025, retail sales volumes approximated 30,319 vehicles, a growth of 51% compared to the same period last year.

And with the mid-size sedan Polestar 5 expected later this year; and the Polestar 6, the company’s first sports car, coming next year, the Swedish-based company is maturing into a full-fledged automaker.

What is the 2025 Polestar 3?

The 2025 Polestar 3 is a full-size all-electric SUV offered in either two-wheel- or all-wheel-drive configuration with, like all Polestars, an emphasis on performance. What you don’t really appreciate about this five-passenger SUV when you stand beside it is how big it is. That’s because of that low roofline and high beltline, which combine to give the Polestar 3 an almost crossover vibe. But step inside and there is no question this is a full-size SUV. Like most EVs, the 3’s flat floor allows for very impressive leg-room for all occupants, and the rear cargo hold can easily swallow luggage for five occupants.

How much does the 2025 Polestar 3 cost in Canada?

As mentioned at the top, the base price of the 2025 Polestar 3 Launch Edition is $107,100, but my tester rang in at $116,900. The includes an optional $7,000 animal-welfare Nappa leather package, in ‘Zinc’ colouring with black-ash deco; and a $2,800 destination charge. Included in the Launch Edition trim is the Snow exterior paint, 22-inch four-multi-spoke black polished forged wheels, and two other packages, Pilot and Plus.

That former package is made up of Polestar’s ADAS system and includes acceleration, braking, and steering assist up to 150 km/h (93 mph); park and lane-change assist; and 360-degree camera and 3D view. The Plus pack adds all manner of features, among them creature comforts such as heated rear seats, heated front wiper blades, soft-close doors, a power-operated steering column, tech features including a graphical heads-up display and advanced air cleaner, and a 25-speaker Bowers & Wilkins audio system.

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Whilst there is a long-range single-motor (two-wheel-drive) Polestar 3 in other markets, in Canada there is just a choice between two all-wheel-drive models: the Launch Edition reviewed here; and the long-range dual-motor model. That latter configuration starts at $98,000, with the performance pack adding $7,200 to the base price. That performance pack adds 28 horsepower and 51 lbs-ft of torque for a 0.3-second improvement on the zero-to-100-km/h (-62-mph) time but shaves 57 kilometres (35 miles) off the range.

What is the battery range of the Polestar 3 Launch Edition?

The Polestar 3 Launch Edition has excellent range thanks to the 3’s big 111-kWh battery pack; it’s listed by the EPA as 507 kilometres (315 miles), and my week in the vehicle confirmed that number. Polestar cites and efficiency ratings of between 22.1 and 23.0 kWh/100 km, and I bettered that during my week, posting a few 19.7s.

EV Charging: Everything you need to know

Charging is also robust, with the system being based on a 400-volt architecture, offering up to 11 kW in AC charging; and a maximum DC charging capacity of 250 kW. I didn’t touch that during my sole fast-charging session, maxing out at 210 initially, and then settling in at around 150. It will be interesting to see if and when Polestar upgrades to 800-volt charging, as that is becoming the standard in the luxury EV segment, and if the company stays committed to nickel-magnese-cobalt battery chemistry.

How does the 2025 Polestar 3 drive?

I first drove the Polestar 3 in September of last year in Spain, and the following day drove the Polestar 4, so my memories of the 3 were a little muddled, as the two vehicles are very different beasts. First and foremost, the 4 doesn’t have a rear window and is smaller than the 3, being positioned as a mid-size SUV coupe. So, spending a week in the 3 in July sharpened my impressions of the full-size SUV.

Polestar engineers go to great pains to talk about the importance of chassis dynamics in all the company’s models, and attention to this detail is especially key in dialing in a big and heavy SUV. The best compliment I can give to the Polestar 3 is that it feels so sporty and light that you’ll do a double-take when you exit the vehicle and glance back at its sheer size.

But there’s a lot going on in that chassis. A fantastic adaptive dual-chamber air suspension provides a soft and airy ride when driving on highway straights, but push the 3 hard into and out of a corner and that suspension firms up and provides stable and confident handling. And the lack of any discernible body roll is quite remarkable for a full-size SUV.

Another piece of high-end engineering at work is true torque-vectoring, enabled through a BorgWarner dual-clutch setup on the rear axle. This really underpins the Polestar 3’s sporty and light dynamic, particularly at higher speeds. And the steering is solid, as are, not surprisingly, the brakes; the Brembo four-piston brake-by-wire system up front and single-piston ventilated discs ’round back add to driving confidence.

Final thoughts on the 2025 Polestar 3

From the moment I had the privilege of being one of the first journalists to drive the Polestar 1, I’ve been a fan of the brand. I like the Swedish influence on the styling, I like the performance-oriented approach to every model built so far, and I like that the battery packs are always robust enough to provide more than 400 kilometres of range. What I am beginning to notice is that the exterior styling is getting a little staid, and when I see Polestar 2s on the road they, in my opinion, have not aged well.

As to the Polestar 3 reviewed here, I find the silhouette to be somewhat uninspired, and a little busy with body creases and body cladding. Yes, the latter is important for off-roading, but I really don’t think many people considering a Polestar 3 will be taking it off-pavement. Those Launch Edition 22-inch tires also just look too large in terms of their proportion to the rest of the body.

And while I appreciate the improvement to efficiency, and thus range, that the front and rear aero wings and rear aero blades provide, they also just add a little more fussiness to the overall package. Happily, designers are redeemed with the Polestar 4 design, and the 5 and 6 promise to have some of that sporty and styling elan first seen in the Polestar 1.

As mentioned at the top, Polestar 3 competition includes some powerhouse German EVs, namely the Audi Q8 e-tron and the BMW iX — throw in the Tesla Model X, Mercedes-Benz EQS SUV, Rivian R1S, and even the Cadillac Lyriq, too — which are some tough models to measure up to. What the Polestar 3 Launch Edition does have going for it is rock-solid performance attributes, great drivability, and a very comfortable and stylish cabin.

And a final thing to consider when shopping for the Polestar 3, or in fact any Polestar model, is that it is just sold in three provinces — B.C., Ontario, and Quebec — via dealerships in just five cities: Vancouver, Toronto, Ottawa, Montreal, and Quebec City.

Pros

✔ Performance-oriented SUV
✔ Driver, passenger, and cargo space
✔ Excellent infotainment interface

Cons

✘ Six-figure price tag not a value-for-money proposition
✘ White interior won’t age well
✘ Exterior styling a little bland

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