There are plenty of things that struggle in the depths of a Midwestern winter: snow birds, orange groves, and my dog among them. The 2025 Polestar 3 may fit this description as well, perhaps even more so than other electric vehicles. To be fair, no electric vehicle thrives in subzero temperatures or windchills that dip to -20 degrees. The two-inch blanket of snow only made the environment appear slightly more inviting. It’s safe to say that nothing truly thrives in such frigid conditions except for heating bills and streaming services.
In contrast to the south, us resilient Midwesterners carry on with our routines during these brutal cold snaps, demonstrating either stubbornness or folly. They say it builds character—even schools remained open like the frigid faucets, and the steady stream of attendance kept our infrastructure and normalcy from cracking under pressure. The alluring electric crossover accompanied me because even devoted EV owners can be reluctant to rely on a secondary vehicle for day-to-day tasks.
The Polestar 3 shares its platform and components with the Volvo EX90, a three-row electric crossover, but it doesn’t resemble a Volvo in the slightest. This five-seater distinguishes itself among other low-slung wagon-style electric crossovers, even when coated in a layer of gritty road salt. The long front end descends sharply, adorned with an inverted wing featuring three open slots that optimize airflow over and around the hood and angled windshield, similar to the design found in the Dodge Charger Daytona EV. At the back, air curtains and a built-in roof spoiler help manage airflow and reduce turbulence. It’s visually striking, and the sleek silhouette is reminiscent of an aircraft, especially when sitting atop 21-inch wheels paired with all-season tires, lending it an air of elegance on both road and in the atmosphere.
This captivating combination of sportiness and utility features a high rear end that leads to a spacious cargo area and a comfortable cabin for five. We were able to fold down the rear seats, arranged in a 60:40 split, accommodating goalie sticks, a hockey goalie bag, and various other gear without needing to jam or squish anything together. If it wasn’t for the sticks, we could have also fit a bag, backpacks, and a cooler without folding any seats down.
This intelligent design includes a 111-kwh battery pack (with 107 kwh usable) mounted in the floor, paired with a 180-kw motor that powers either axle. The standard all-wheel drive provides additional traction, supported by a dual-clutch torque-vectoring system, while the 5,868-pound curb weight helps keep the crossover stable, even in icy conditions. Although my chance to fully test the Polestar 3’s handling capabilities was limited, I did enjoy a glimpse of the performance potential provided by the dual motors, which collectively deliver 489 hp and 620 lb-ft of torque. In more favorable conditions, it can accelerate from 0-60 mph in 4.8 seconds, which, while respectable, doesn’t quite match up to the high-performance EV benchmarks. With the optional Performance Pack, the numbers rise to 517 hp and 671 lb-ft, reducing the 0-60 mph time to 4.5 seconds. The throttle response is light and agile, offering the exhilarating bursts one would expect from such power, but most of my driving necessitated a more subdued approach given the conditions.
My primary focus was on the range metrics. In optimal conditions, the Polestar 3 boasts an estimated range of 315 miles. However, during my drive, the small gauge cluster (9.0 inches wide) indicated that I had 53% of the battery remaining, translating to an estimated range of just 100 miles. With the heat running high and my seat warmer activated, the Polestar 3 experienced a 40% reduction in available range due to the extreme cold, despite its heat pump working in conjunction with the HVAC. On average, EVs typically lose around 20% of their range in frigid temperatures.
Given the extreme cold, I wouldn’t expect a 40% reduction if the temperatures were merely in the 20s. Nevertheless, the anxiety about range in cold weather would certainly affect long-distance commuters.
Nonetheless, the range estimator felt somewhat unreliable, contrasting sharply with the accuracy of the information provided by competitors like Rivian and Tesla. It seemed to be making rough estimates in a landscape where precision is crucial, and this was especially notable when paired with the impressive graphics from the integrated Google system, which left me feeling unsettled and unsure.
Similar to its striking exterior, the minimalist interior offers another advantage for the Polestar 3, even if it resembles a Volvo EV. The 9.0-inch digital instrument cluster sits prominently above the steering column, displaying essential information like speed, range, drive modes, and active driver-assist features with visuals that reflect the shape of nearby vehicles. This design opens up the driver’s line of sight out of the windshield, promoting awareness of the surroundings. I appreciated the balance of simplicity and sophistication.
Adjacent to it is a 14.5-inch tablet-style touchscreen that controls nearly every vehicle function, from adjusting side mirrors to opening the hatch. Climate controls are located at the bottom of the screen. While I still prefer buttons or dials, Polestar makes a valid case for a sleek, open dashboard finished in open-pore ash wood that cleverly conceals a narrow band of vents. It’s subtle yet striking, embodying the essence of luxury. The only button in the interior is a volume knob in the console, and the sole lever aside from the door handles is designed to open the frunk, concealed away where it’s less accessible to the driver.
The wintry conditions outside posed challenges even for the sophisticated features inside. The heated wiper blades offered a valuable service, particularly in those harsh conditions, but the toxic road salt necessitated frequent cleaning. Engaging the rear spritzer on the stalk cleaned the rear window as intended, but the rear wiper kept running until I parked and exited the vehicle, as there’s no button to turn off the car. Twisting the knob that controls the front wipers had no effect, aside from agitating the front wipers. Deactivating the rear wiper eluded me completely.
An additional oddity was the rear seat alarm. With the rear seats still folded down, a passenger took a seat up front, triggering the unbuckled seat alarm for the back seats. When she exited, the alert ceased. Hours later, upon returning to the front passenger seat, the beeping restarted until she left again.
During maneuvers in parking lots or while reversing from driveways at low speeds, there were recurrent instances of unintended hard braking from the automatic emergency braking system despite there being no obstacles nearby. I attributed this to the sensors being obstructed with road salt and winter grime. Alternatively, perhaps these quirks were specific to this press vehicle that hadn’t undergone extensive testing in real-world settings.
Having spent enough time in similar situations, I understand that neither humans nor machines operate as expected in frigid temperatures. It almost felt as if the Polestar 3 was attempting to persuade me to stay home. The wireless phone charger didn’t activate, but a quick look through the owner’s manual available on the touchscreen helped me troubleshoot that issue, along with others like how to open the frunk. Future owners won’t face many of these concerns and will likely use the digital key via their phones instead of the troublesome card that must be placed on the wireless charger to start the vehicle.
There’s much to appreciate about the Polestar 3 beyond a few days spent in a bitterly cold Chicago winter, but the $80,300 Launch Edition price is less appealing. Still, I eagerly await an opportunity to explore its performance features once the weather warms. Until then, my enthusiasm for this attractive addition to the ever-expanding EV crossover market is temporarily on hold.
Image Source: The Global Guy / Shutterstock
