2026 Polestar 3 review: Getting under the skin of updated Swedish star

Despite looking the same, the Polestar 3 has undergone some major surgery for 2026. But are the changes for the better?

Normally, when a car brand launches a mid-life update for one of its models, there’s some tinkering with headlights, perhaps a new bumper, one or two interior tweaks.

Which makes the 2026 Polestar 3 unusual.

Not only is this “facelift” coming early in the car’s lifespan but it also doesn’t actually change the looks at all. No, all the big changes are under the metalwork, where there’s a whole new architecture with faster charging, new batteries and bigger motors designed to keep the Polestar 3 ahead of its rivals.

But with brands such as Porsche, Audi and BMW to contend with, the 3 has its work cut out to establish its place in the premium SUV segment. So do these under-the-surface updates make a material difference?

2026 Polestar 3 design, interior & technology

As I said, Polestar is so pleased with the looks of the 3 that the only changes for 2026 are a couple of new paint colours and some new wheel designs.

Visually, there’s still the juxtaposition of an SUV’s size and stance with more saloon-like slippery aerodynamics.

The long bonnet and softly dipping rear roof help disguise the Polestar 3’s size, as do minimal design lines that keep the shape simple and work especially well in darker colours. That said, the front end is distinctive, with angular headlights, a sharp leading edge to the wings and clever aero around the lower bumper and bonnet.

Like the outside, nothing has changed on the inside of the Polestar 3 – for better and worse.

On the plus side, the cabin remains a high-quality haven of simple design, comfort and effortless cool. On the negative side, it means there still aren’t any buttons.

At the core of the Polestar 3’s interior experience is a fuss-free, clean design emphasised with smart sustainable materials that create a calming atmosphere. It embodies the simple Scandi-cool aesthetic and is backed up by the premium-level quality you’d expect from the brand’s current flagship.

However, as before, the 3’s minimalist look is achieved by basing virtually every control function on the 14.5-inch touchscreen.

It’s bad enough that adjustments you might only make once a trip – such as moving the steering wheel – have to be done via the screen and blank steering wheel buttons. What’s worse is that elements you may want to adjust on the move – such as steering feel, suspension stiffness and power delivery – are also buried in multiple unconnected menus that require you to look away from the road. Polestar isn’t the only brand guilty of this but “everyone else does it” isn’t a reasonable defence for a poor user interface.

It’s a shame because, otherwise, the Polestar 3’s cabin is brilliant. It offers an exceptionally comfortable and impressively spacious environment for long-distance hauling. The comfort of the front seats is particularly noteworthy but, front or rear, there’s plenty of space in every direction, and the 3 will carry five full-sized adults with ease.

Polestar 3 battery, motor and driving

While not much has changed up top, under the surface the Polestar 3 is halfway to being an entirely new car.

As before, there are two-wheel-drive, “standard” all-wheel-drive and performance all-wheel-drive variants. All get new batteries, more powerful motors and, thanks to the new 800V architecture, even faster charging.

Basic Rear Motor models now get a 92kWh battery that will recharge at up to 310kW, while the 107kWh battery in AWD models peaks at 350kW. In tandem with new charging management software, that’s enough to take it from 10-80% in just 22 minutes.

The Rear Motor’s battery delivers a range of up to 374 miles, and power is increased from 295bhp to 328bhp. The Dual Motor gets a more substantial power bump, from 482bhp to 537bhp, and range creeps up to 402 miles thanks to better management. Dual Motor Performances models slip back to 373 miles of range – something to do with their colossal 671bhp (up from 510bhp).

Both dual-motor versions feature a new asynchronous front motor which can be deactivated to save energy during low-demand periods.

I didn’t get the opportunity to drive the Rear Motor model but I suspect it might be as much Polestar 3 as anyone needs. The Dual Motor’s 537bhp and 546lb ft, is more than enough to slam you back in your seat. The Performance, with its 642lb ft of torque and 0-60mph (not 62mph) time of 3.8 seconds, feels quick enough to rearrange your insides. It is unnecessarily, expletive-inducingly fast, but surprisingly manageable.

Polestar wants the car to appeal to both old-school “petrolheads” seeking high performance and to customers coming to the brand for its sustainability ambitions. So it needs to be accessible but not intimidating.

To that end the whole car is carefully calibrated. The throttle, brakes and steering are set up to allow easy, predictable and accurate driving whatever your style. It’s not snappy or overly weighted and copes just as capably with calm pootling as it does with having its neck wrung.

Polestar has actually dialled back the suspension slightly in the name of improved ride and it seems to have paid off. There’s a more composed feel than before, without sacrificing its direct handling. The various modes for suspension, throttle and steering don’t make a massive difference but the Polestar 3 remains manageable and surprisingly engaging for such a large car.

Polestar 3 price and specification

The Polestar 3 starts at £76,540 for the entry-level Rear Motor model, with the standard Dual Motor priced from £84,540 and the Performance at £92,040.

Standard specification is the tech-heavy offering you’d expect from any car in this price bracket – from LED headlights and three-zone climate control to a heat pump and digital keys.

For the moment, at least, every variant gets the Prime, Plus, Pilot, Climate and B&W packs as standard. So on top of touches such as three-zone climate and a panoramic roof, there’s a wealth of comfort and convenience features such as heated front and rear seats, active noise cancelling, a head-up display and a magnificent 23-speaker Bowers & Wilkins sound system.

The biggest differences between the grades are active multi-mode air suspension in the two-motor models along with aesthetic tweaks such as gold brake callipers and seatbelts in the Performance. That range-topper also gets 22-inch wheels shod in sportier Pirelli P Zero tyres.

Verdict

Like the previous model and the smaller Polestar 4, the 2026 Polestar 3 is brilliant in many ways.

It delivers a predictable and progressive driving feel that rewards calm cruising and more enthusiastic efforts equally. It’s refined and comfortable, too, and the technical upgrades keep it ahead of the game for range and charging speeds.

Beyond that, it is neatly designed, with a beautifully resolved, refined and spacious interior and all the kit you could want.

The only fly in the ointment is the user interface, which remains a confused and infuriating smorgasbord of menus, unmarked buttons and poor layout decisions.

2026 Polestar 3 Performance

• Price: £92,040 (£95,340 as tested)
• Powertrain: Two-motor, all-wheel-drive
• Battery: 107kWh
• Power: 671bhp
• Torque: 642lb ft
• Top speed: 140mph
• 0-60mph: 3.8 seconds
• Range: 368 miles
• Consumption: 2.66-3.02m/kWh
• Charging: up to 350kW

Rivals

• Porsche Cayenne Electric: 670bhp not enough for you? Porsche will do you 1,100bhp in its new flagship EV, along with the usual Porsche quality and dynamism
• BMW iX: Spacious, comfy and with similar range and power options. More expensive at the top end, though
• Mercedes EQE SUV: The blingy yin to Polestar’s subtle yang. Plenty of specifications to choose from, including a 620bhp AMG, but behind the Polestar on range and charging