The Single-Motor Polestar 3 Is Still Pretty Great

Yahoo

31-03-2025

Polestar has been (mostly) split off from Volvo by an IPO that changed its relationship with both the Swedish brand and their shared Geely parent company. Polestar now wants to stand on its own with a growing range of electric models, with the company committed to a lineup that will eventually expand to the planned Polestar 7.
The Polestar 3 needs to be good enough to compete in what is already a high-quality segment. The Dual Motor model is an impressive entry into a crowded field, but how does the more affordable Single Motor variant stack up?
Our expert editors test every vehicle we review. Read more about how we test and review cars here.Now that Polestar is more than just Volvo's electric subsidiary, it needs to figure out exactly where it sits in the market. Glancing at the text written on various surfaces of the Polestar 3 will tell you the company prioritizes both performance and its environmental credentials.
On the Dual Motor Polestar 3, which produces up to 510 hp, that performance is hard to miss. The new Long Range Single Motor variant tested here is more subtle, with a 295-hp peak output and drive restricted to the rear wheels.
The result, no surprise, is a less thrilling experience, but with both improved efficiency and affordability.
Vehicle tested: 2025 Polestar 3 Long Range Single Motor
Base Price: $68,900
Price as Tested: $82,700
Location: Thousand Oaks, California
Powertrain: Single-motor, rear-wheel drive
Power: 299 hp
Torque: 361 lb-ft
0-60: 7.5 seconds (manufacturer-stated)
Battery capacity: 111 kWh
Weight: 5445 pounds
EPA Range: 350 miles
The biggest strengths of the Single Motor Polestar 3 are what it shares with its more powerful sibling. That includes impressive driving dynamics for a segment not traditionally known for its on-road thrills. No electric crossover is light, and the approximately 5400-pound 3 is no exception. But the Single Motor variant still felt nimble and athletic when I drove it on a tight canyon road, with genuine feedback passing through the power steering to my fingers.
On performance, the Single Motor loses the impressive urge of the Dual Motor variant. It also misses out on the AWD's active rear differential, with a conventional open differential in its place that can't redistribute torque to help the car to turn.
Another loss is air suspension, standard on the Dual Motor but replaced here by steel springs. Polestar says the tuning is meant to emulate the feel and comfort of the plush-riding air springs, but a brief side-by-side comparison proved the more complex setup dealt better with broken surfaces. My rear-wheel-drive test car also rode on all-season tires, while the Dual Motor had grippier summer rubber.
But rather than regretting what it lacks, the Single Motor Polestar 3 still felt both comfortable and engaging to drive quickly. It will be cross-shopped against other single-motor EV crossovers, and against that benchmark it felt compelling enough. Buyers who prioritize performance can choose to pay the premium for the Dual Motor version.
A standard Single Motor Polestar 3 comes with wool seats and one massive, portrait-oriented screen. Gauges on the dashboard are dropped entirely in favor of a small screen attached to the car's steering wheel, the face of which features just two pads of unmarked buttons.
Buyers coming from other EVs will be impressed by the quality of those materials and the usefulness of Polestar's Android-based tech. Those more familiar with more conventional luxury cars will be puzzled by a car at this price point with a spartan interior layout and standard non-leather seats. It all depends on how you view the minimalist ethos.
Fortunately, the wool seats are well designed and a cut above normally entry-level cloth. The optional napa leather seats are firmer, and massage functions tied only to the leather option should make the choice clear for buyers with the extra money to shell out. Carbon footprint details on the seat material are printed on both options, though, so the leather one comes with a permanent reminder that more CO2 went into its creation.
The Single Motor Polestar 3's biggest advantage is its EPA-estimated 350-mile range, which is 71 miles ahead of the corresponding figure for the Dual Motor 3 with the Performance pack, both versions using the same 111-kWh battery. Polestar claims a zingy rate of 250 kW on a sufficiently potent DC fast-charger, taking it from 10 percent to 80 percent charge in as little as 30 minutes. My drive was too short to give me the chance to verify those numbers, but my test car's range dipped gently during an afternoon in the canyons.
The Polestar 3's relatively small exterior profile stands out in a world of bulky crossovers, including the Volvo EX90 that sits on the same platform. The smaller Polestar is not as roomy as the Volvo and only has two rows of seats, but it still felt spacious in the rear—the lack of a transmission tunnel a huge advantage over a similarly sized combustion alternative.
The Polestar 3 is already targeting a very specific buyer, someone whose idea of luxury is about style and tech-forward effectiveness rather than extravagance and opulence. The Single Motor variant cuts that down further by taking away a few major components that make the Dual Motor 3 so enjoyable on the road. What's left is a compelling EV for the price, but one that will not work for every buyer.
At $68,900 before options and after a delivery fee, the Long Range Single Motor variant is not all that much cheaper than the $74,800 entry point for the cheapest Dual Motor variants. Enthusiasts should note that the desirable Performance pack for the Dual Motor is another $6000 leap, but the standard AWD version should mark a sweet spot for buyers interested in the best all-around Polestar 3 value.
Early Polestar 3s sold in America came from a plant in China, but newer models are now being built at a Volvo plant in South Carolina. That should help keep pricing stable even while major tariffs loom over imported cars.
Clean design that stands out in a world of overly styled EVs.
Lively, nimble feel on the road.
A roomy cabin in a relatively small footprint.
Disappointing performance compared to better-equipped Dual Motor variants.
A tech-focused interior that feels a little too simplified.
Priced close to Dual Motor considering the missing features.
In a world where performance numbers are alluded to by vexing model designations that seem to change by the month, Polestar's cars wear their most vital stats in plain text in front of the driver's door. If you want to know how powerful a specific Mercedes EV is, you have to look up what designations like 53 4Matic+ mean on an individual model. On the Polestar 3, the capacity of the battery in kWh and the peak power output in kW are listed on the side of the car.
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