BMW X3 vs Polestar 2

What's the difference?

If a BMW X3 is for you, then we have no quarrels with that. It’s a better all-round vehicle than the one it replaces and represents better value. And even though BMW mandates a hybrid driveline, there are still some significant choices within that framework.

By all means buy the M50 if you crave the rush of acceleration that almost 300kW can provide. And if efficiency is your altar of choice, then the plug-in 30e makes a lot of sense, too.

But even if you can afford either of those two more expensive variants, whatever you do, don’t dismiss the entry-level 20 model. At least drive it alongside the others and then make a decision based on all the facts, and not the assumption that entry-level equals the car you afford rather than the car you want.

It might be cheaper, but there’s absolutely no doubt that the 20 model is the one that shines and arguably makes the most of the opportunities BMW’s latest tech offers.

Sometimes less really is more.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The Polestar 2 Long range Single motor showcases a beautiful build and design. Not including the features from those optional packs just makes you focus on their individual price and devalues the relative affordability of the car compared to its competitors. The back seat isn't super passenger friendly when it comes to space, either. However, once you get used to its little quirks, it's a great car to get around in and the long driving range eases any range anxiety, which is often a cause for worry with EV ownership! My son loved the sunroof because it made him feel like he was in a spaceship, so it's a hit with the kids, too.

It might be badged an X3, but this is no small vehicle. In fact, it’s bigger than the original BMW X5 (which set the tone for this entire market segment) with a length of 4755mm (4667mm for the first X5) and a width of 1920mm (1872mm). That said, it’s 25mm lower than the outgoing X3 in a move to emphasise its sportiness. Shorter it may be, but it’s also 16mm wider on the front track and 45mm wider on the rear than the outgoing model.

BMWs latest styling cues also appear in the new car, including the large, split-kidney grille that, for Australian-delivered cars, is also lit around its edges. The short overhangs that characterised the original X5 (and soon characterised this whole BMW genre) remain, and the T-graphic LED tail-lights round out the stylistic touches.

The other thing we noticed (and we’ve seen it on other cars recently) is a panoramic sunroof that doesn’t actually open.

The Polestar 2 has a more conventional design approach than some of its rivals but it maintains a futuristic EV vibe with its origami-like edges in the panelling and cool pixel LED lights at the front and rear.

It is not a large car and sits at 4606mm long, 1985mm wide and a low 1479mm high but that compact design makes it look sporty.

Expect a couple of grunts from the oldies (ahem) when exiting as ground clearance is 151mm at the front and 167mm at the rear.

The interior is pared back in true Scandinavian fashion but it's a nice to see some ethically-friendly design elements, like the vegan knit upholstery on the doors and dash and the Nappa leather is responsibly sourced. All of which makes an otherwise simple interior feel warm and inviting.

There is an overwhelming sense of the Polestar 2 being of a high-quality build. There are no squeaks or rattles, joinery is flush and the doors close with a soft thump.

However, the minor update still sees the dashboard headlined by a portrait-orientated iPad-looking 11.2-inch multimedia system. It seems at odds with the rest of the sleek design.

The panoramic sunroof creates a light-filled cabin and at certain times of the day, this makes it feel airy but underneath a blazing midday sun, you might miss having a sunblind for it.

Cabin space is plentiful in the X3 with loads of room in the front, possibly thanks to the dashboard that is pulled back from you with only the twin screens and steering column offering themselves up to the driver. Even the air-vents are somewhat hidden. There’s good vision out and the seats themselves are lovely. The step into the cabin feels to be at just the right height, too; not too high, not too low.

Rear seating is good, too, although the X3 will always be better as a four seater than five thanks to the shape of the rear bench, but the glass roof opens the space up and there’s plenty of charging points and storage nooks. The sun blinds on the rear-side windows of the more expensive versions should be standard kit on every car sold in Australia.

We’ll take exception to the new gear-selector which doesn’t have a defined Park position and instead relies on applying the park-brake to engage Park. But the ambient light and contrasting cabin colours are a bit of a breath of fresh air.

There are levers in the cargo area to quickly fold the rear seats (60:40) at which point luggage space jumps from 570 litres in the mild hybrid cars to 1700 litres. The battery-pack of the 30e model means that luggage space starts at 460 litres and can be expanded to 1600 litres.

The latest version of BMW’s sometimes controversial iDrive operating system is simpler and easier to use than before and supported by a new operating system, but there’s still some familiarisation necessary. One improvement has been the addition of QuickSelect which works somewhat like the old favourites button system and gets around the need to drill into menus to access the functions you want.

A head-up display is a terrific addition, although where some displays are more tolerant of polarised sunglasses, the HUD in the BMW didn’t like mine and went dark at the most inconvenient angles.

None of the X3 variants feature a spare tyre of any sort. The 19-inch tyres on the base grade are run-flats, while everything else gets a repair kit for roadside emergencies.

If you want to tow, the good news is that all X3 variants can do so. But you will need to purchase the $2200 towing package which enables the X3 to haul a trailer weighing up to 2000kg with a maximum tow-ball down-weight of 200kg.

The Polestar 2's cabin is generous up front with plenty of leg- and headroom to enjoy. You don't have to jostle for premium armrest position, either, which is nice given you still feel 'tucked' into the car.

A feeling that is enhanced by the solid, and rather tall, centre console that divides you from your co-pilot.

The electric front seats are delightfully comfortable with their padding and Nappa leather trim. Both feature four-way adjustable lumbar support and extendable under thigh support.

The heat and ventilation functions will ensure comfort, no matter the season but the ventilation system is quite loud.

In the rear, space is tight with my 168cm (5'6") height just fitting behind my driving position. The footwells seem cosy as well due to the limited under-seat space but the seats are fairly comfortable, if narrow.

However, the small door apertures in the rear and the narrow seats make it feel more suited as a four- than a five-seater.

Individual storage options are okay throughout the car with a couple of cupholders in each row, drink bottle holders in the front door storage bins, as well as a middle console and glove box.

There are two skinny shelves on either side of the centre console that would reasonably fit a wallet or phone and the rear also get two map pockets.

Amenities in the rear are enough to satisfy a mature occupant on a longer journey as the outboard seats feature a heat function and there are directional air vents, a fold down armrest and two USB-C ports.

Front occupants enjoy two USB-C ports and a wireless charging pad to charge their devices.

The rest of the technology is a bit awkward to use. The 11.2-inch touchscreen multimedia system is responsive to touch but you can't access a lot of basic information on it and I didn't like how the climate control is embedded in it as you have to touch the screen a few times to even see the controls.

The 12.3-inch digital instrument panel looks nice but isn't all that customisable. It takes a while to get used to how to access all of its functions, too.

It's easy to connect to the wired Apple CarPlay and there is wired Android Auto and in-built google apps, too.

The optioned Harman Kardon sound system with its 13 speakers means you can listen to your music as if you're in a private show performed by your favourite artist!

To round out the practicality of this sedan, the boot is large enough to carry your gear at 405L and the large compartment underneath the floor is super handy to store smaller items.

There is a panel that lifts up to make a cosier storage area, say if you only had a couple of bags of groceries you didn't want rolling around.

And because the Polestar 2 lacks an engine, there is frunk storage of 41L at the front which is perfect for any charging cables.

The compromise for getting all of this space is that you only get a tyre inflator repair kit, which is housed in the frunk storage area.

And lastly, having a powered tailgate is always a bonus but I miss having a good old-fashioned button on the boot lid to open it.

There are four variants available for the Polestar 2 and our test model is the Long range Single motor which costs $71,400, before on road costs and before any optional packs or paintwork options.

Relative to its nearest competitors, it seems like the most affordable but our model has been optioned with a few packs, which add a host of features that mostly come standard on its rivals.

Standard items include 19-inch alloy wheels, frameless side mirrors (very cool), pixel LED headlights with adaptive high beam and some decent technology, like four USB-C ports, an 11.2-inch touchscreen multimedia system and a 12.3-inch digital instrument panel. But more on tech later.

Our test model has the 'Pilot Pack' fitted, which tacks on $3500 and includes safety items like 'Emergency Stop Assist', which brings the car to a halt safely if the driver is unresponsive, and adaptive cruise control with 'Pilot Assist' (helps keep the car in its lane).

Our test model also has the 'Plus Pack' which adds luxury items like a panoramic sunroof, a premium Harman Kardon sound system, powered front seats with four-way lumbar support, extendable under-thigh support and net map pockets.

You'll also enjoy 'vegan knit' upholstery trims on the doors, a heated steering wheel, heated front and rear outboard seats, as well as a powered tailgate with foot sensor, all for an additional $6000.

But wait, we're not done. Our model also has the optional Nappa leather upholstery which includes a ventilation function on the front seats for an eye-watering $6000 extra.

So, when it's all done and dusted… this model will actually set you back $86,900, before on roads. That puts it on par with its rivals but it's a bit of a bugbear of mine when the pricing is set out like this as it makes it feel more expensive for some reason.

I like the fact that Polestar throws in the carpet mats and a charging cable but the paintwork options are a little expensive at $1500 and only one colour ('Magnesium') is included.

Hybrid tech across the board is the key phrase here, with the base-model 20 xDrive fitted with a mild hybrid electric motor and battery pack that works in conjunction with the 2.0-litre, turbocharged petrol four-cylinder engine. Power is 140kW and torque 310Nm. Like most mild hybrids, the electric motor offers power regeneration during braking, a mellow (by EV standards) kick in the pants during take-off and acceleration and also acts as the car’s starter motor.

The performance flagship, the M50 xDrive taps into the same technical philosophy with a mild hybrid augmenting the turbocharged six-cylinder inline petrol engine. In this case, however, peak power is a hefty 293kW and torque maxes out at 580Nm.

The most technically adventurous X3 is the 30e xDrive which uses plug-in hybrid tech to offer a claimed 91km of electric driving, about twice that offered by the original X3 PHEV it replaces. When the same 2.0-litre four-cylinder petrol as fitted to the 20 xDrive, and the electric motor are humming along together, there’s 220kW of power and 450Nm for the taking. The PHEV X3 can run in purely electric mode at up to a claimed 140km/h.

All variants use BMW’s familiar eight-speed automatic transmission and in each case, drive is sent to all four wheels on a permanent basis. Interestingly, the 30e and M50 versions package their electric motor as part of the engine-transmission combination. The 20, meanwhile, places its electric motor externally, as part of the drive-belt rotating assembly.

The M50 model has an M button that unleashes the full performance with one touch, and features an electronically locking rear differential in the interests of high-speed turn-in.

Adaptive suspension that varies the degree of damping is also part of the package on each X3 variant.

The name of our model says it all, as it has a long range, single motor electric powertrain.

Coupled with a large 82kWh lithium-ion battery, which is a 4.0kWh increase from the previous model, the maximum power output is 220kW and 490Nm of torque, which is also up from the previous model.

The Polestar 2 is now rear-wheel drive, superceding the previous front-wheel drive model.

The regen braking isn't as strong as the previous model and although it is called 'one-pedal' braking on this system, it's not truly a one pedal driving experience.

You can change the strength levels from low to standard and I kept it in low for most of the week.

As you might expect, the PHEV 30e model is the efficiency superstar of the X3 line-up with an official combined test figure of just 1.6 litres per 100km and 38 grams of CO2 per kilometre. The four-cylinder 20 xDrive is not bad for its size at 7.5L/100km (and 171g), yet the bruising six-cylinder M50 version with all that performance is not too far behind with an official figure of 8.2L/100km (187g).

The 30e PHEV features a selectable battery-saving mode as well as the option of forcing EV-only running. It features a 19.7kWh battery and BMW claims it can charge using a three-phase, 11kW socket from empty to full in two hours, 15 minutes. It does not make use of fast-chargers.

Exactly how far you’ll travel in the PHEV model will depend hugely on how and where you drive. On long, open road journeys, fuel consumption won’t be much different to the others, but with just a 50-litre fuel tank, it’s range won’t be stellar. But in urban running where the batteries are being recharged for free as you brake, the difference will be significant. Meanwhile, with a 65-litre fuel tank in the mild hybrid grades, the theoretical range (based on the official fuel number) is 865km and 765km for the 20 and M50 respectively.

While BMW recommends premium fuel for maximum efficiency, it also says that each X3 variant will not be harmed by the use of standard ULP if that’s all you can get hold of.

The Polestar 2 Long range Single motor has a great driving range of up to 655km (WLTP). Goodbye range anxiety!

It also has a Type 2 CCS charging port and can accept charging speeds of up to 205kW, which is 50kW more than the previous model, and that means you can hook up to an ultra-fast 350kW charger.

On DC you can expect to see a charge time of 28 minutes to get from 10 to 80 per cent. On an 11kW AC charger, expect to see that time jump to around eight-hours for a zero to 100 per cent charge.

The official energy consumption figure is 14.8kWh (WTLP) but my on-road average was 15.0kWh after a fair bit of open-road driving, which is a great result.

Big heavy SUVS like this one haven’t always been too dainty on their feet. The extra bulk and height mean suspension has to be firmer, the big wheels and subsequent loss of tyre sidewall depth plays against ride quality and before you know it, the compromises have piled up and the driving experience has gone to hell.

This time, however, BMW’s claim that the X3 was designed from the start as an SUV and not converted from a sedan platform seems to hold water. There’s an overall greater sense of cohesion in the way the car steers and flows through corners and faster bends. The steering feel and feedback are a big part of that, too, and the whole seems at least as great as its parts.

The M50 is, predictably, a rocket with loads of accessible acceleration and a great noise while you’re enjoying it. That said, the 21-inch wheels and tyres don’t do anything for ride quality, but it remains an entertaining performance car in a familiar, ICE kind of way.

The plug-in is also perky with its 220kW on tap, but it’s less old-school and more techy. And while you can’t pick the point at which ICE hands over to electric and vice-versa, sensitive drivers will absolutely know that there’s a big dollop of electrical assistance when your right foot starts asking the tough questions. It definitely feels more overtly hybrid, though that shouldn’t be any kind of surprise, purely because that’s precisely the case.

Which brings us to the 20 entry-level grade. And while it’s going to be a controversial statement, this emerges as the most cohesive, rounded variant of the new X3. There’s something in the way the fizzy, bubbly (but very smooth) 2.0-litre four-cylinder provides more than enough urge, but never threatens to dominate the dynamics.

With less weight over the front wheels than the M50, and less weight overall than the PHEV, the 20 corners flatter, steers more intuitively and is simply more fun more of the time. Even on the optional 20-inch tyres, it rides better than the others, too, and might even be better again with the standard 19s other than the fact that those are run flats and we didn’t get try them.

The Polestar 2 is a pretty conventional car to drive because an EV newbie will be comfortable behind the wheel… once they start driving it!

You see, there is no 'ignition' switch but so long as you have the key with you, you simply get in and shift into gear to 'start it' or get out and lock the car to 'turn it off'. It's weird and I'm not sure I will ever get used to it!

The motor has a lot of grunt and it's fun to put your foot down whenever you need to get up to speed or overtake. The power output is responsive and well-balanced with the rear-wheel drive delivering a sporty on-road experience.

If you're tackling winding roads or sharper corners, you can customise your steering responsiveness to 'light', 'standard' or 'firm' but remained on standard for most of the week. It's the best mode to handle stop-start running in town and highway cornering.

The Polestar 2 sits quite low to the ground and feels stable when you hit corners or the open-road. Although, the suspension feels on the firm side, which can make a bumpy road very noticeable.

Overall, the parking experience is good but the 360-degree view system is just too wiggy-woo for me to love it.

The images from the four cameras aren't well-stitched together and the angles seem to distort the overall image, too. It just looks confusing. So much so that you might not depend on it all that much.

When it comes to safety the Polestar 2 doesn't quite have the same level of standard features as its parent company Volvo is renowned for.

It has the necessities for a family car, but having to fork out extra for adaptive cruise control feels a bit cheeky.

The update sees some previously optional features come as standard now, such as rear cross-traffic alert, a 360-degree view camera and blind-spot monitoring.

The following safety features come as standard at this grade level - LED daytime running lights, forward collision warning, intelligent seat belt reminders, lane keeping assist, lane departure alert, traffic sign recognition, driver attention monitor, as well as front and rear parking sensors.

The Polestar 2 achieved a maximum five-star ANCAP safety rating from testing done in 2021 and has a total of eight airbags, including a drivers' knee airbag and front centre bag. 
The autonomous emergency braking with car, pedestrian and cyclist detection is operational from 4.0-85km/h (up to 205km/h for car detection).

If you need to fit a child seat or two (definitely not three), there are ISOFIX child seat mounts on the rear outboard seats and three top tethers.

BMW’s warranty on the X3 is the company’s usual five-year/unlimited kilometre deal. But in this case, there’s also a six-year/100,000km warranty on the high-voltage battery.

Also typical for BMW is the service interval which is not a set time or distance and instead is determined by how the car has been used. It’s called condition-based servicing and it’s nothing new at BMW.

There’s also capped-price servicing available. For the X3, the five-year/80,000km service package is $2475.

The ongoing costs for the Polestar 2 are fantastic because the servicing costs are complimentary for the first five-years or up to 100,000km, whichever occurs first!

Servicing intervals are reasonable at every two years or 30,000km, which is a usual term to see for an EV.

The normal car components are covered by a five-year/unlimited km warranty but the battery is covered by an eight-year or up to 160,000km warranty.