Polestar 3 vs Tesla Model Y

What's the difference?

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.

Completely putting aside the Elon Musk factor, there’s no question the Model Y was in need of an update to keep it fresh and attractive to buyers. On a purely automotive level, the changes they’ve made have been almost universally positive.

Tesla has had to adopt the traditional car company plan, which is out of character, but the new look and tweaks to the ride and specifications make it feel fresh, new and better - which is exactly what the brand needs to continue to grow its market and win back those who have started to look elsewhere.

Whether that’s enough in the face of both the Musk element, slowing EV market and increased rivals - especially those from China - remains to be seen. But if Tesla sales remain in decline, at least it won’t be for a lack of trying to make the Model Y better.

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.

Tesla’s original game plan was to focus on software updates to keep its cars fresh and appealing, rather than the traditional facelifts and specification tweaks that other car companies use. But, in what should probably not be a surprise, it turns out the rest of the car industry hasn’t been doing mid-cycle facelifts and updates for every other car for no reason - it did them because they worked.

To that end, this ‘new’ Model Y isn’t all-new, but rather the existing platform with refreshed styling. It takes Tesla’s latest design cues taken from the Cybertruck and Cybercab concept, with a new-look front end that is dominated by this LED lighting that runs across the entire width and wraps around the corners into the headlights.

There’s a new, flatter bumper, which takes styling inspiration from the Cybertruck but the company claims it’s also more aerodynamic. While at the rear there’s been an equally extensive redesign, with new lighting and tailgate. Tesla claims the new rear light bar that runs the width of the car is one of the longest of its kind in the industry.

I’ll leave it to each individual reader to decide whether they like the look of the 2025 Model Y, but objectively speaking it certainly looks different enough from its predecessor that it could entice existing owners to upgrade or attract new buyers.

Inside the changes are less noticeable, with some subtle but significant tweaks. Visually the biggest change is a new wrap-around ambient light strip that runs from door to door across the front of the dashboard.

But the rest of the layout is largely what was there before, with one notable exception. Tesla has taken its ‘minimalist’ design to the next level and removed the gear selector stalk on the right-hand side of the steering column. Instead you need to use the central touchscreen to get the Model Y moving.

To be candid, I don’t like this, it makes for a less convenient, less tactile and less initiative way to change gears, while also making the central screen even busier. Aesthetically, with the left-hand indicator stalk still there, it makes an asymmetrical design element in an otherwise symmetrical cabin. Which is where it starts to feel less like a design choice and more like a cost saving decision.

In fact, despite the good quality materials used throughout the cabin and good build quality, personally I find this almost-buttonless, so-called minimalist cabin just looks and feels cheap with so little in the way of details and design flourishes. Especially against the wave of incoming similar-sized and sometimes cheaper Chinese electric SUV rivals, that either look very similar (Deepal S07) or have similar technology and add some more design flair (BYD Sealion 7).

One design element of note is the lack of any Tesla badging on the front. There’s no ‘Tesla’ or even a ‘T’ badge, which is in keeping with the Cybertruck design but is another meaningful change from the previous Model Y.

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.

From a space perspective, the Model Y offers good room front and rear for an SUV of this size. The addition of the rear heated seats and small touchscreen that can support two Bluetooth headphones is very nice. 

There’s plenty of small item storage thanks to a large centre console between the front seats, with space for two wireless smartphone charging pads, two cups or bottles and a pair of large lidded storage spaces (albeit with only a single USB-C input).

In terms of luggage space, the Model Y does a nice job, thanks to its 117L front boot (or frunk), while at the rear the boot has a claimed 854L of cargo space with underfloor storage. However, that big boot comes at the expense of any sort of spare tyre or even a puncture repair kit. Instead, Tesla offers roadside assistance and brings you a spare wheel and tyre or takes you to a tyre store. Which is fine if you have a flat in an urban area and a Tesla service vehicle can drop off a spare in short order, but if you’re in a regional spot you may be waiting a while for a job that some people can do in 15 minutes or less.

As for the in-car technology, there’s no question that Tesla has created a good infotainment system and it runs quickly on the big, hi-resolution screen. However, once again Tesla’s desire to be different and not conform to the industry norms rears its head.

There’s no Apple CarPlay or Android Auto compatibility, because Tesla wants to only run its system and not deal with third parties. And, yes, you can still pair your phone and get very similar functionality, but it is not the same functionality and seems like a compromise for customers.

The Model Y still has plenty of the ‘Easter eggs’ that are a much-talked about part of Tesla lore. And honestly, they’re fine, a nice little bonus, but the truth is, like so many other car ‘surprise and delight’ features, they don’t add any meaningful long-term value to the ownership or user experience. I used to get excited by them when I first drove Teslas, but within a few days you tend to forget about them.

On a positive note, the Tesla App is a great feature, allowing you to keep in contact with your car, and access cameras and other features remotely, while also using your phone as a key. Which is good, because otherwise you have to use a key card, which allows keyless entry but the card has to be pulled out of your pocket and placed on the wireless phone charging pads in order for the car to start, which just seems unnecessarily complex.

Of course, one of the most important elements for any car’s sales success is its price and the value it offers customers. That’s why this is one of the (non-political) automotive reasons behind Tesla’s sales decline. Put simply, the American brand has more rivals now, particularly those from China that are undercutting it.

The list of cheaper electric SUVs now includes the BYD Atto 3 and Sealion 7, Deepal S07, Kia EV3 and EV5, Geely EX5, Leapmotor C10, XPeng X6 and Zeekr X. With customers having more choice and overall demand for EVs starting to plateau, Tesla will need to fight harder for each and every sale.

Tesla repeatedly cut the cost of the old Model Y, reaching as low as $55,900, but this new version starts at $58,900 for the RWD variant and $68,900 for the Long Range AWD we drove.

Some of the key specification highlights for this updated Model Y include new heated and ventilated front seats, improved heated rear seats, an 8.0-inch infotainment screen in the rear, ambient lighting, acoustic glass, pixel-by-pixel headlights and a new hands-free tailgate that can open on approach.

The elephant in the room is re-sale value, with Tesla's repeated price cuts impacting the used car market and therefore the value it offers you. Tesla Australia has indicated that the multiple price cuts that impacted the previous model in its later years are a thing of the past, but a discount or sale is always a helpful way to drive sales in troubled times.

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!

For all the difficulties Tesla has been suffering lately, and amid all the new challengers, one area where the brand remains in a strong position is its powertrains and battery technology. It is still among the best in the business, and should be the reason you buy a Model Y more than its ‘Easter eggs’ or buttonless interior.

Tesla is notoriously cagey when it comes to its power and torque figures, but all indications are the motors haven’t been changed. That means the RWD makes 220kW/420Nm, while the Long Range we’re in has a theoretical 331kW/559Nm.

What Tesla has confirmed is the new Model Y is faster, thanks to a software update, with the RWD a full one second faster from 0-100km/h - now taking 5.9 seconds - and the Long Range is two-tenths quicker at 4.8 seconds.

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.

While it may not be more powerful, Tesla has extended the range on both the RWD and Long Range.

The RWD has been stretched to 466km, an improvement of 11km, and the Long Range lives up to its name with a 551km range - an 18km increase over the old model.

In the real-world though, we noticed quite a dramatic decrease in battery percentage on relatively limited urban driving, so much so we’d need a longer evaluation period to confirm whether you could consistently get more than 500km from a single charge. Even working from home, and driving a second car during the week we had the Model Y, I was on course to have to recharge within a seven-day period.

When you do need to recharge, Tesla operates its own Supercharging network, so in addition to being able to use the growing number of public chargers, you can probably find one of Tesla’s 110 Superchargers near you.

Charging is nice and easy too. You can upload your credit card to the car so you only need to plug in and it will automatically start replenishing the batteries.

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.

One of the most significant mechanical changes for this new Model Y is retuned suspension. The previous Model Y was criticised for its uncomfortable ride, especially in the rears, and Tesla has acted to change that. 

The ride is more comfortable but still on the firm side as it needs to control the weight of all the batteries. Overall the changes have brought a positive impact and helped improve one of the weak points of the Model Y.

Tesla has also added lower rolling resistance tyres and acoustic glass, both of which help refinement and make for a quieter cabin. That was an early problem with the Model S, the amount of road noise and mechanical groans and squeaks that were audible without an engine to mask them. Tesla has worked hard over the years to make a much more refined and quieter electric vehicle.

From a driving perspective, the Model Y is nice without offering anything class-leading or particularly stand-out. Tesla claims the new tyres help improve handling, but there's no real evidence of that from behind the wheel.

In fact, the Model Y doesn't really have any element of the driving experience that stands out amongst its newer rivals. The motors offer good, effortless performance, but the driving character - the steering, the chassis handling - just lacks any above-average quality.

One area where Tesla has caught up to some of its EV rivals is adding a different level of regenrative braking, with a relaxed setting that allows for a more conventional two-pedal driving experience than the standard regen, which is quite strong.

Still, it's hard to give Tesla any more points for its Driving score because it simply feels very much average for the current class of EV SUVs.

Safety is another area where Tesla has some standout features. As this is an updated, rather than an all-new model, it has the same crash structure as the 2022 Model Y ANCAP tested and awarded five stars.

It gets all the basics you expect, such as seven airbags for full occupant protection, autonomous emergency braking (AEB), lane departure warning and so on. But there’s some extra elements worth mentioning.

And we need to start with Tesla’s much talked about ‘Autopilot’ - which isn’t the Full Self Driving System that’s offered in America. Instead, it’s a very fancy sounding name for the same sort of adaptive cruise control and lane keeping assist most brands offer. We had some significant issues with this system during our week of testing, with the car repeatedly slowing dramatically when the Autopilot was engaged, despite no obvious reason to do so.

Another issue with the Autopilot is the specific ‘Autosteer’ function, which is clearly listed as in ‘Beta’ form, which means it’s not in its final, production-ready form. I don’t believe customers should be beta testing anything for carmakers, either it’s ready for us to use or it isn’t. Tesla is the only car I’ve ever driven that openly admits it is offering a not-fully-tested system and it simply doesn’t make sense to me that they get away with it.

But, as is a theme here, for every questionable Tesla element there is a counter element that’s positive. In terms of safety it’s the Sentry Mode, which is a great system that allows you to record movement near the car in case of threat of theft or damage by automatically turning on the external cameras if someone approaches the car. You can check in real-time from the Tesla app too, so it adds a layer of functionality and peace-of-mind that few others can match.

Similarly, another handy safety feature is the in-built dashcam, that uses the forward facing safety camera to record video. It can be programmed to activate on a specific command, such as beeping the horn, so you can capture any incident and get evidence to help with an insurance or dangerous driving incident.

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.

Tesla has a relatively short warranty for the Model Y, at least by modern standard, at just four years and 80,000km. However the battery and drive units are covered for eight years, so you do get more peace of mind that any battery issues will be resolved.

However, there are different mileages for the RWD and Long Range models, and Tesla says the batteries only need to retain 70 per cent of their performance to be within their limits.

Servicing is another non-traditional area for Tesla. The company doesn't offer fixed-service intervals, but rather the car will alert you when it needs a service. BMW and Mini also do this.

Naturally, there are less lubricants and other consumables to maintain as you’d find on a petrol-powered SUV, but there are still parts like brake fluids and air filters that need to be looked at by a technician.