Between Google Maps and Abbey Road in the Polestar 3
The Polestar logo can be found repeatedly around the vehicle.
Timo Gilgen
The Polestar 3 combines Scandinavian design with digital strength: Google infotainment, 1,610 watt Bowers & Wilkins sound and precise assistance systems. However, CarPlay issues and high consumption mar the high-tech appearance.
This test primarily focuses on technological elements. But before it can be about exploring and later evaluating the interior of a vehicle, you see every car from the outside. And to charge it, the charging cable must be taken out of the boot. For this, yes it gets more trivial, it must be opened. However, the entire editorial team struggled for minutes to master this triviality. It should be noted in advance that the completely hidden and misplaced button for opening the tailgate of the Polestar 3 will not lead to a negative final verdict. Nevertheless, the question must be allowed as to how such ideas can make it to production readiness.
Be that as it may. Once opened and the interior entered, people who have already sat in newer Volvos feel at home. This is not surprising, after all, Polestar is the Swedish sister of the traditional manufacturer - both under the umbrella of the Chinese Geely group. However, the fact that the structure is so similar is somewhat surprising, as Polestar actually wants to clearly differentiate itself and be understood as its own brand. Only in the course of exploring the interior and the subtleties of the infotainment system do differences reveal themselves.
Infotainment & Sound
The infotainment runs on a Google basis - and this is noticeable in a positive way: the interface is simple, responds very quickly, and feels immediately intuitive for anyone familiar with Google services. After a few minutes, the operation is second nature: profiles, voice search, and apps integrate seamlessly. In everyday use, Google Maps proves to be the benchmark: clear maps, sensible charging planning, and route guidance that surpasses many OEM in-house developments in terms of timeliness and clarity. The fact that Polestar updates functions over-the-air fits the picture.
Acoustically, the optional Bowers & Wilkins system provides the stage: 25 speakers, 1,610 watts, 3D surround, and Dolby Atmos. Since 17 June 2025, an Abbey Road Studio mode delivered over-the-air has expanded the setup. The four presets Intimate, Open, Energised, and Expansive convey the sound signature of the London studios. In addition, there is a Producer mode for the final touch. Matching HD studio images appear on the 14.5-inch touchscreen.
The result is captivating. You feel like a child with a new toy, turning virtual knobs and shifting the stage at will - sometimes close and warm like in the control room, then wide and energetic like at a live concert. The sound remains crystal clear even at almost maximum volume, voices retain their contour, basses stay tight, and fine details do not break off. Regardless of the genre, there is the impression that the interior can be transformed into a true listening room.
A clear negative point in the test, however, was Apple CarPlay. With three different iPhones, the initial connection worked once, but then the automatic restoration failed multiple times upon re-entering. In a vehicle of this price range, this is essential - and a potential reason for a workshop visit. For users who use CarPlay daily, this is not acceptable in its current form.
Assistance in everyday life
On the motorway, the Polestar 3 shows its best side. The driving assistant maintains lane and distance with calm, predictable steering and braking characteristics. Up to a speed of 150 km/h, the car remains stable in the centre of the lane, lane changes are clearly announced, and interventions do not seem nervous. Despite the confident guidance, the clear instruction is to keep your hands on the steering wheel; the system is designed as an assistance and not as a release for further automated driving.
Away from the motorway, the downside of the package logic becomes apparent. The Pilot Assist function cannot be finely split: with activation, the steering support is always active. In towns, in heavy traffic or on country roads with weak markings, this leads to frequent steering interventions and warnings. This increases the cognitive load and takes decisions away from the driver that you would like to make yourself in these situations. An option to choose distance control and lane keeping separately would significantly increase everyday usability.
The sensors are concentrated in the front 'smart zone'. A front camera, radar, and acceleration sensors form the core; a heated field keeps the technology functional in cold and slushy conditions. The acoustic warning system AVAS is noticeable at walking speed and remains unobtrusive. For the 2025 model year, Polestar announces an upgraded package with LiDAR from Luminar, complemented by an additional Orin processor from Nvidia and more high-resolution cameras. This upgrade was not present in the test vehicle. It shows the direction but does not change the current functionality, which is deliberately designed for assistance level 2.
Conclusion on the Polestar 3 test
The Polestar 3 impresses as a software-strong e-SUV: the Google infotainment is quickly understood, Google Maps sets the standard for display and route planning. The Bowers & Wilkins system with Abbey Road studio mode is a clear unique selling point and makes every drive a listening experience. On the motorway, the assistance works calmly and reliably up to 150 km/h; in mixed traffic, the option to choose steering and distance assistance separately is missing.
The downsides: consumption just under 25 kWh/100 km with correspondingly more frequent charging stops. Apple CarPlay connected unreliably in the test. At around 94,000 euros, the test vehicle remains out of reach for many private customers.
Bottom line: a successful tech SUV with excellent navigation, strong sound, and intuitive operation - with noticeable weaknesses in efficiency, price, and the lack of granularity in assistance.
This article was first published at automotiveit.eu
