Kia EV6 vs Polestar 3

What's the difference?

The Kia EV6 Air offers comfort, a good range of features and beautiful handling for a ‘base model’, but it is a little pricey considering its competition.

Having said that, if you’re looking for an EV that will fit the family and has a stellar safety list – this is one to consider.

My son reckons the EV6 looks 'really cool' and he loves the space in the back seat.

The Polestar 3 Long Range Dual Motor with Performance Pack offers a lot of good stuff and in a segment filled with jellybean-on-wheels-designs, it looks great!

It’s large and comfortable enough for a family but the technology feels overworked and that hurts its functionality for me. So much so that at times it feels like you were driving a phone, rather than a car.

The EV6 is cool and fun-looking, but being the base-model does mean you get plastic rather than body-coloured mouldings around the base of the car, which highlights its grade level.

The exterior hosts 19-inch alloy wheels and a full suite of LED lights but misses out on the upgraded Matrix headlights that the higher grades get.

The exterior's swoopy curves look aerodynamic and the chunkier rear balances out the sharper nose.

The interior looks well-made, and the mix of high-end cloth and synthetic-leather materials complement the futuristic exterior aesthetic.

The dashboard is headlined by a curved panel that houses the dual 12.3-inch tech screens and the floating centre console leans into that future vibe again.

There's a nice mix of touchscreen and physical buttons to satisfy a wide audience. Overall, while it’s not as flashy as its siblings, the cabin of the Air is very pleasant to look at.

Where the Polestar 2 is mid-size, the Polestar 3 looks enormous but both feature what I like to refer to as Polestar minimalism. Crisp lines showcase the body without ever looking flashy.

There’s a distinct, growly edge to the Polestar 3 which its rivals lack with their pillowy designs and there’s no other word for it - it's hot.

While the thoughtfully sourced Nappa leather is a nice touch, it feels like virtue signalling to have the fact stencilled on the seats themselves. I don't need to know that it used 8.1kg of CO2e per square metre of material to produce, but it might float your boat.

This supple material is set against some lovely soft-touch knit fabrics that look great but easily pick up marks.

The Swedish Gold accents in the seatbelts and ambient lighting add some personality but the cabin looks too similar to its far more affordable sedan cousin for its price point.

The simply-styled but high-end looking interior won’t appeal to all, especially not when you’re considering the cabins of its flashier rivals but there is something beautiful in its minimalism.

The space in the EV6 rivals much larger SUVs and tall families will rejoice with how much leg- and headroom you get in both rows.

The comfort for passengers is pretty good, with comfortable seats in both rows that feel well-cushioned. The floor in the rear is flat, which accommodates any middle-seaters.

Being the base grade, you don’t get electric front seats, which is a bit rough for its price point but the driver’s side does get powered lumbar support, which I appreciate on longer journeys.

Individual storage is fantastic for the class and the front gets two cupholders, a drink bottle holder in each door and glovebox and middle console. There are multiple storage nooks and a utility tray on the topside of the floating centre console (sized for items like keys, wallet, phone etc).

The large shelf underneath the centre console easily accommodates a handbag and snacks for any kids in the back (or adults, no judgement).

Individual storage in the back is as good as the front, with plenty of spots to tuck away all of the paraphernalia that kids seem to attract. There are also two cupholders in a fold-down armrest, a drink bottle holder in each door and map pockets.

On the whole, my seven-year-old really enjoys being in the back seat because of the amenities and space he has. He finds the EV6 to be an easy car to get out of but we all struggle with the flush door handles! They can be terribly annoying to use as they don’t pop out on approach or when you unlock the doors. If you have your hands full and have little T-Rex hands like me, it can be awkward to open.

What isn't awkward to use is the technology! The 12.3-inch touchscreen multimedia system is quick to respond and the system itself is easy to navigate once you spend some time with it.

The 12.3-inch digital instrument cluster is semi-customisable but not as pretty in its graphics as it could be. It has two styles to choose from - white or black, and the white is a little too sterile for my liking.

The multimedia system features wired Apple CarPlay, Android Auto and built-in satellite navigation with map updates for 10 years.

Charging options are solid with a single USB-A and and two USB-C ports up front, a wireless charging pad and a two 12-volt ports to choose from. The rear enjoy a three-pin standard house port and two USB-C ports as well.

The back seat has a 60/40 split and it's handy that you can lower them from the boot with manual levers. The boot itself is a good size with 490L when all seats are in use but you miss out on a powered tailgate in this model.

The frunk storage also offers an additional 52L, which is perfect to keep any charging cables or the tyre mobility kit stored away.

The best part of the Polestar 3 cabin is the space available for all occupants! What it lacks in a third row, it more than makes up for in legroom. So, if you have a couple of lanky teenagers in tow, they'll be happy.

Passenger access is excellent via the wide door apertures and 202mm ground clearance. The front seats offer the most comfort with their heat, ventilation and five-mode massage functions. However, the rear seats are ergonomic and well-padded, so even back there, you won't get fatigue on a longer journey.

Storage isn't as clever as it could be but you still get some solid options. There's a glove box (opened via the touchscreen) that can fit a manual; a middle console, under-shelf cubby that has an elastic tech pouch and a centre console that features two cupholders and a phone cradle.

In the rear you get small storage bins in each door, two cupholders in a fold-down centre armrest and two map pockets.

Other amenities in the rear are okay but not class-leading, especially not for a top-grade model. Back rowers get climate control, heated outboard seats, two USB-C ports and reading lights but that's about it. A few practical items like sun blinds and extra storage options would be good for a family SUV at this price point.

The boot offers a maximum of 597L of storage capacity available when all five seats are in use but that can be bumped up to 1411L when the rear row is folded. The rear row has a 60/40 split with a ski-port door that adds variation to the configuration.

A level loading space makes it an easy car to slide gear in and out of. The floor folds up to reveal a large storage pocket underneath which is a handy spot for when you only have a few items and don’t want them rolling around.

Like most EVs you don’t get a spare tyre, just a tyre repair kit but you do get a powered tailgate with kick function.

Now we come to what has become the least practical aspect of the cabin for my family and that's the technology.

There's no denying the 14.5-inch portrait-style multimedia touchscreen looks awesome. And when it works, it's great. But the emphasis is on 'when it works'.

If you’re familiar with the Volvo systems, you’ll figure it out, but if you’re not - expect to spend some quality one-on-one time with the system because this isn't a simple ‘get in and go’ set up. 

It's run by Android Automotive which means you get a whole bunch of Google apps built-in, like Maps, Assistant and Google Play. There are others, like YouTube, Spotify and Tidal as well. A software update later in the year should see Apple CarPlay enabled.

The system seems to have a few gremlins and there are sporadic moments where the touchscreen functionality stops, or menus/functions can't be accessed. As when the key fob battery was low and the wireless charging pad could not be enabled. A full reset on the system was required to restore functionality.

Outside of volume control, everything is accessed via the screen and that means you're one glitch away from not being able to use the vehicle optimally or open your glove box.

The 25-speaker Bowers & Wilkins surround sound system with Dolby Atmos is nice, though.

There are two variants available for the Polestar 3 Long Range, a Single Motor and a Dual Motor, but a few different packs can be added to the chosen variant to further personalise it.

We're in the top-grade Dual Motor with Performance Pack; a pack that adds $11,700 to the 'base' Dual Motor variant and brings its price tag to $144,420 MSRP.

The Performance Pack adds 'Swedish Gold' accents on the seatbelts, ambient lighting system, tyre valves and calipers. There are Brembo brakes behind the 22-inch performance wheels and the chassis has been tuned for performance.

Standard kit for this model includes adaptive air suspension, adaptive LED headlights and LED tail-lights, keyless start/entry and three-zone climate control. The Android Automotive system runs a few different built-in Google apps like Google Assistant, Maps and YouTube. An update later in the year should see Apple CarPlay become integrated.

Other equipment includes a panoramic sunroof, 14.5-inch multimedia touchscreen, 360-degree view camera system, a powered tailgate, at home charging cable and electric front seats with heat function and extendable under-thigh supports.

Now come the little extras.

Our test model has the $2000 optional black 'Space' paintwork and 'Plus Pack' which adds $9000 and includes a head-up display, a 25-speaker Bowers & Wilkins audio system, active noise cancelling tech, a foldable boot floor, heated steering wheel and rear outboard seats, power-operated steering column, air quality filtering for the air-conditioning system and soft close doors.

There is also an upgraded Nappa pack for $7500 which adds animal welfare secured (which almost feels like a misnomer) Nappa leather upholstery from Bridge of Weir, black ash deco panels and front seats with five massage modes, powered side support and ventilation function.

The top-model grade more than holds its own in terms of motor outputs compared to its rivals the BMW iX xDrive 50 Sport and Mercedes-Benz EQE 500 SUV, but the BMW has it beat with a longer driving range.

And despite technicality sitting as the most affordable with its base price, the extra packs our test model has put it at over $180K drive-away and, well, that feeling of value starts to slide for me.

The EV6 Air is a single-motor rear-wheel-drive that produces a maximum power output of 168kW and 350Nm of torque.

The Air has the slowest 0-100km/h sprint time in the EV6 range at 7.3 seconds, but that’s honestly enough for my little family. It still feels pretty damn zippy when you put your foot down.

Our test model is a dual motor all-wheel-drive, with two 180kW permanent magnetic motors at each end of the vehicle. The Performance Pack adds a software upgrade which boosts the outputs (20kW/70Nm) and together this model produces up to 380kW of power and 910Nm of torque.

This gives you an impressive 0-100km/h sprint time of just 4.7-seconds and a top speed of 210km/h.

The chassis has been tuned with performance in mind and there is torque vectoring on the rear axle, as well as a rear motor disconnect clutch to save power at lower speeds.

Despite its massive outputs, I haven’t felt overwhelmed by the power but it has plenty of it to ensure a quick on-road experience. You certainly don’t feel like you can’t overtake!

Officially, you get a driving range of up to 528km (WLTP) from the 77.4kWh lithium-ion battery. However, the longest range I ever saw was 480km, which admittedly is still very good.

The EV6 Air has a Type 2 CCS port, which means you can benefit from plugging into a fast charger and the accepted voltage is a whopping 800v.

On a 50kW system, you’ll get from 10-80 per cent charge in 73 minutes and on a 350kW system, which charge time drops to just 18 minutes.

Expect it to take longer on AC charging, though. To get from 10-100 per cent on an 11kW system, it will take approximately seven hours and 20 minutes. On a standard house plug ... expect it to be on charge for around 30 hours.

The Air also has a vehicle to load (V2L) capability – meaning, it has a standard house three-pin plug port available to charge larger appliances while on the go. 

The official combined energy consumption is 16.5kW/100km (WLTP), and my usage came out at 16.02kW after a mix of open-road and urban driving this week.

The Long Range Dual Motor with Performance Pack has a lithium ion battery with a large 111kWh of capacity but its claimed WLTP driving range is only up to 567km which positions it in the middle of its rivals.

This isn’t a bad driving range but I’d want an even longer one for a family SUV because it means less time at the charging stations with your kids on a road trip.

The Polestar 3 has a Type 2 CCS charging port and it can be connected to a rapid DC charger. It can accept up to 250kW on this type of system, which is excellent.

An 11kW AC or 50kW DC charger will take up to 11 hours or two and a half hours to charge, respectively.

Our test model has an official claimed WLTP energy consumption range between 21.9 to 23kWh/100km and after a mix of open and city driving we managed to hit an average of 20.4kWh, which is good for such a big EV.

The EV6 Air handles itself really well, it's been hit by torrential rain and didn’t skip a beat.

The Air really grips the road and distributes the power through the rear wheels evenly. Even at higher speeds, there’s no wobble and it feels stable when you accelerate. 

Steering is on the right side of firm and makes the Air feel very zippy when navigating tight city streets.

There are three levels of regenerative braking available, as well as a one-pedal function called iPedal, which is probably the best I’ve sampled and I like how responsive it is in stop-start traffic. However, when using this function on hills, I still hover over the brakes as it can still roll forward a bit. 

The cabin can get really loud from road noise at higher speeds, but it seems to come from underneath the carriage, rather than through the windows. The suspension is well-cushioned but not spongy.

Parking the EV6 isn’t an issue once you get used to the rotary gear selector and the reversing camera is super clear. You get a 360-degree system on higher grades but the Air does come with front and rear parking sensors.

I have been a little surprised by the top-model grade this week. It’s got heaps of power and your tummy does a little leap when you really have to put your foot down but the strong regen braking and adjustable one-pedal function (up to two levels) take a long time to get used to and sometimes it just feels like it's champing at the bit but not in a fun, sports car way.

The Polestar 3 sits lower to the ground than some other large SUVs but it’s not as steady as I would expect in cornering. The adaptive suspension is adjustable depending on the drive mode you select but remains fairly firm and you feel the bigger bumps.

The visibility is great and none of the pillars are in the way from my driving position, the frameless side mirrors also add a wide view into your blind spots. 

The active noise cancelling tech means the cabin is delightfully quiet and it's very easy to chat with the back seat passengers. I’ve hated that you can’t ‘close’ the sunroof though because despite there being little to no heat, the constant sunlight is really annoying.

The 360-degree view camera system is high quality and despite a few fish-eye lens angles you can get, this is a very easy SUV to park.

My dad struggled with the concept of not turning the car on or off, and in his words "it just feels wrong!". This is a Polestar experience though that you get used to (eventually).

However, the aspect I struggled with is that you get two 'keys' - an easily lost key fob and a keycard (same size as a credit card).

You apparently need both to access the vehicle - the keycard to unlock/open the doors if the key fob proximity feature doesn't register and the key fob to actually drive.

Although, at a pinch the keycard is technically a second key and can be used to drive if the battery on the key fob runs out. Oh, did I mention you have to charge the key fob? It all seems a bit superfluous.

The Polestar 3 hasn't been assessed by ANCAP yet, so is unrated, but there's not much it doesn’t have when it comes to its safety equipment and it features nine airbags which is great for a family SUV.

The standard safety kit includes adaptive cruise control, blind-spot monitoring, driver monitoring, lane departure warning, lane keeping aid, parking assist, traffic sign recognition, 360-degree camera system, front and rear parking sensors, rear cross-traffic alert, tyre pressure monitoring and occupant detection alert.

Some highlight features include an alarm system with interior motion sensors, automatic unlocking in a collision, emergency e-call, and Volvo's 'Whiplash Injury Protection System' consisting of energy absorbing backrests and specially designed head restraints in the front seats.

The adaptive cruise control is great but has one too many steps to get it going.

The Polestar 3 has forward and rear collision warning, as well as AEB with cyclist, pedestrian and car detection.

There are two ISOFIX child seat mounts and three top tether anchor points on the rear seats but two seats will fit best.

The EV6 comes with a leading seven-year/unlimited-km warranty. The battery covered by a separate seven-year/150,000km term, but this is a smidge shorter than some of its rivals.

You can pre-purchase either a three-, five-, or seven-year servicing program, priced at $721, $1382 and $2045, respectively. All of which are reasonable for the class.

The seven-year program runs up to a max 105,000km.

Servicing intervals are more in line with a fuel-based car at every 12 months or 15,000km, whichever occurs first.

Polestar offers the Polestar 3 with a five-year/unlimited warranty and the battery is covered by an eight-year or up to 160,000km warranty. You also get a free service plan for the first five years or up to 100,000km of ownership, whichever comes first.

Considering its position in the premium-end of the EV market, this is good value compared to its Euro rivals.