2025 Polestar 3 Long Range Single Motor Review: Don't Hesitate

Can less actually be better? 

The single-motor version of the 2025 Polestar 3 has considerably less power than the already on-sale dual-motor versions—299 horsepower versus 489. It’s nearly 3 seconds slower from 0-60. So yeah, that’s definitely not better, but stick with me.

The Long Range Single Motor Polestar 3 also has a considerably less sophisticated (and complicated) suspension— passive steel springs versus a height-adjustable, multi-mode, active air suspension for the dual-motor. OK, so that sounds pretty good, too, but trust me, I’m going somewhere with this. 

For starters, the Single Motor model costs less—$5,900 USD less to be specific. Base equipment levels are the same, too, so the powertrain and suspension upgrades are the entirety of that premium. The Single Motor also has the same 111-kilowatt-hour battery pack. So, with fewer electrons flowing through one fewer motor in a vehicle that weighs about 400 pounds less, range increases to a maximum of 350 miles (depending on wheels) versus 315. That’s definitely better. 

But let’s circle back to that suspension. The complicated air suspension certainly has its benefits, as does the torque-vectoring functionality of the Dual Motor’s front and rear axles. Yet, how much of a difference does it really make? Is complicated really better? And even if the Dual Motor is quicker, does that mean the Single Motor is slow? Let’s find out.

What’s New For 2025

The entire Polestar 3 lineup is new for 2025, but the Dual Motor arrived first in two guises: the standard setup and the Performance Pack version that cranks the motors up to 517 horsepower. Kyle Patrick covered that in his 2025 Polestar 3 First Drive Review. 

As a reminder, the Polestar 3 is a two-row, midsize SUV based on a new platform co-developed by sister brand Volvo that’s shared with the EX90. Like every Polestar, it puts an emphasis on all-around performance, not just acceleration.  

The cheaper Single Motor model I’m covering here is finally arriving … at least in the United States.

In Canada, it will never arrive. Something about Canadian winters and the desire for all-wheel drive. “Bah,” I say. It’s being sold in its Swedish homeland, for Bjorn’s sake. Also, Vancouver and snow tires exist, obviating the need for all-wheel drive, and moreover, Polestar has ensured the rear motor is always on its best behavior. More on that later, but yeah, sorry to my fellow Canadians. 

Exterior Style

There are no visual differences with the Single Motor, which is fine, because the 3 is one sexy SUV. I had the good fortune to see one next to a Macan Electric, and ooh boy, does the Polestar’s proportions and crisp lines make the Porsche look like a toad. A later encounter with a Mercedes EQE SUV was even less kind. 

Some key style elements to consider. There are three wheel sizes available – 20-, 21- and 22 inches – that contribute to different ranges. Curiously, the 21’s yield the best range of the bunch in both the Single and Dual Motor models. Polestar also requires you to pay $1,300 for any color except silver. OK, so metallic white is $1,600. Lame. 

Powertrain and Fuel Economy

The Polestar 3’s eponymous Single Motor powering the rear axle produces 220 kW versus the pair of 180-kW units in the Dual Motor. Output is 299 horsepower and 361 pound-feet of torque. The Dual Motor is 489 hp and 620 lb-ft.  

Polestar’s stop watch puts the Single Motor’s 0-60 time at 7.5 seconds, which is quite obviously way slower than the Dual Motor’s 4.8-second time. Yet, “slower” does not equal “slow.” On the first highway onramp it encountered, my Single Motor test vehicle blitzed forward on a wave of smooth, effortless and silent torque from the rear motor. Highway passing was similarly accomplished with ease. There’s no way anyone would consider this car slow.

Of course, Single Motor’s mid-range “wave” is more like a tsunami in the Dual Motor. I got a chance to drive back-to-back, and there’s no missing the difference. I’d argue the Dual Motor is overkill, however. If you like your car’s acceleration to make you giggle and your passengers frightened, then sure, get it, but the Single Motor is more than enough.

There is a caveat to this, however. As Kyle Patrick noted in his Dual Motor first drive, Polestar has engineered a significant delay between stomping the go pedal and when the car urges forward. Even engaging Sport mode doesn’t give you the full vicious “thwack” found in other high-powered EVs. This sensation is even more pronounced in the Single Motor, as it sure seems like Polestar wanted to prevent wheel spin by accident or on purpose. Smack the throttle from a stop and nothing really happens. The car basically takes its own damn time getting under way to maintain traction and prevent the wheels from slipping. Once it gets underway, cue the mid-range wave, but the “launch” is a sad trombone. 

Single Motor range with 21-inch wheels is a model-best EPA-estimated 350 miles (563 kilometers). The 20s are lower at 342 miles (550 kilometers) and the 22s the worst at 333 miles (536 kilometers), but that’s still better than every Dual Motor version that tops out at 315 miles (507 kilometers). It easily bests the single motor Porsche Macan Electric and Audi Q6 E-Tron. 

Maximum DC fast charging speed is the same 250-kW as the Dual Motor. That’s extremely quick, capable of rejuicing the battery from 10-80% in 30 minutes with a sufficiently capable/functional charger. Maximum AC home charging is 11 kW, a speed shared with most EVs. Polestar uses the CCS charging port standard versus the Tesla NACS standard, but Polestar owners do have access to the Supercharger network—you just need to get an adapter. 

Handling And Drivability

The Polestar 3 Single Motor has steel springs and passive dampers. Unlike the Dual Motor’s air suspension, it can’t alter ride height or firmness, and it can’t adapt its damping to road conditions. Those are worthy attributes, but one shouldn’t consider them necessary. Polestar sure doesn’t seem to.

According to Polestar Product Lead Christian Samson, removing the fancy suspension tech brings the Polestar 3 closer to the brand’s dynamic ideal. Engineers had the same dynamic targets for both versions, but it was the adaptive air suspension that required more work to achieve the sort of “analog, mechanical” feel inherently achieved by the passive dampers. 

So, why bother with the fancy stuff? Listening to Samson, it sounds like that’s just the market expectation. The air suspension also provides a greater bandwidth of comfort and performance, while the ride height adjustability opens the door for greater off-road capability. 

I did not attempt the off-roading bit (I can’t imagine many Polestar owners doing so), but I can confirm that Single Motor suspension is truly exemplary, evoking the just-right ride/handling balance that was once the much-ballyhooed hallmark of turn-of-the-century BMWs. It’s an exceptional car to drive that absolutely achieves that “analog, mechanical” feel. There are three steering effort settings, but the “Firm” choice felt most in keeping with the rest of the chassis setup without requiring Popeye forearms at parking speeds. 

So how does this all compare to the Dual Motor? I wouldn’t describe its softest suspension setting as particularly plush or even that noticeable compared to the middle setting that most closely aligns with the Single Motor’s only setup. The firmest choice is more obvious, but it’s best suited to perfect pavement. On choppy asphalt with mid-corner bumps, it upset the chassis and made things uncomfortable. 

If there’s a ride or handling improvement, it just wasn’t that noticeable on a pretty challenging mountain road. I also didn’t find the torque-vectoring capabilities of the dual motors to be particularly noticeable despite driving on the same tight, technical mountain roads. If anything, the Single Motor’s steering could actually be better since there’s less weight on the front axle.  

Interior Style and Quality

The Polestar 3 cabin is like if a Tesla was created with a bigger budget for materials, build quality, and detailing. Ultimately, the rather plain cabin’s style comes from your materials choices. I tested two versions: one with “Animal welfare Nappa leather in Jupiter with Black ash deco trim” and the other with “Animal welfare wool in Charcoal with repurposed aluminum deco trim.” 

The eco-friendliness of both is commendable, as are all of Polestar’s sustainability efforts, though I’m not sure I need the CO2 emissions of each upholstery printed on every seat. The leather is soft and beautiful, with a leaf-like print in its perforations, but the wool lacked the richness of Volvo’s alternate textile choices or the wool upholstery found in some Land Rovers. There are other leather alternatives available, too, but I didn’t get a chance to sample those. 

Tech and Safety

Like a Tesla, almost everything in the 3’s cabin is controlled by its large touchscreen. At least there’s a separate instrument panel and stalks for the turn signals and shifter, but there’s just too much required of the touchscreen overlord. The mirrors, seats, power wheel adjustment and air vents all require the touchscreen to some degree. It’s not user friendly and comes across as cost cutting rather than forward thinking. 

I did not spend any time on the highway to test the Pilot Assist adaptive cruise control that features lane-centering and auto lane changes, but Kyle Patrick did in his first drive. Blind-spot warning and steering assistance, lane-keeping assist, and an overly persnickety driver-monitor system are among the other standard items. 

Value Dollars and Sense

Pricing in the United States starts at $68,900, including the destination charge and not including the comparable charge for any color other than silver. My almost-loaded test cars came to $74,900 with the wool interior and $79,900 with the leather. Yes, leather costs that much more. 

For context, the new Audi Q6 E-Tron undercuts the Polestar by about $5,000, while the mechanically related Porsche Macan Electric starts at roughly the same point as my loaded wood test vehicle. So does the BMW iX, though that’s dual-motor only. 

Given its design, craftsmanship, ample interior space, lengthy range and genuinely impressive driving dynamics, the Polestar 3 Single Motor represents decent value for an electric luxury SUV. That said, I’d happily pay more for some buttons. 

Final Thoughts: 2025 Polestar 3 Long Range Single Motor

I wouldn’t hesitate to choose the Long Range Single Motor over the Dual Motor. It feels genuinely quick in every instance apart from a stoplight launch, and its ride-handling balance is probably the best I’ve experienced in an electric SUV. It’s right up there on the entire SUV list, for that matter. The Dual Motor’s air suspension didn’t add enough for me to warrant the extra cost, complexity, and weight, while its extra performance came across as overkill. 

Maybe less isn’t entirely better, but you sure aren’t sacrificing much.

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