Polestar 3 vs Volvo EX90

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.

Big and beautiful, the EX90 is a premium-feeling offering in the now-growing seven-seat electric SUV space. Space and style abound, but I wouldn't be springing for the flagship model. Save your krona and aim for the entry-level instead.

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

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.

Big three-row family SUVs are probably not the style of cars most auto designers dream of penning, given practicality has to trump style in so many areas, but Volvo’s team has honestly done a stellar job of making the EX90 feel stylish and not look at all bloated.

Up front, the brand’s ‘Thor’s Hammer’ headlight signature frames an aero-friendly closed-over grille, while the sharp rainbow-shaped creases in the side body work, and the sharp, upwards-flowing crease behind the rear wheel, all combine to shrink the visual size of the EX90. 

The only view I don’t love is at the rear, where a narrow glass house appears perched above the rear brake lights, giving the EX90 an almost Model Y-style look that doesn’t quite match the rest of this svelte seven-seat SUV.

Inside, the EX90 an eco-friendly (think recycled PET materials acting like leather) take on a now pretty familiar EV experience, with a giant central tablet arranged vertically, and a second horizontal screen above the steering wheel replacing the driver’s binnacle. But it all does exude a calming, quiet quality.

One negative thing, though, is the relentless march towards a buttonless society. In the EX90, even wing-mirror and steering wheel adjustments are made through the central screen, as are your climate and radio settings. It makes for a minimalist look, but it’s also simply slower and less intuitive to perform key tasks.

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.

The EX90 is a sizeable proposition, stretching 5037mm in length (even longer than a LandCruiser 300 Series), 1964mm in width and 1744mm in height. It’s also the first EV-first SUV from the brand, which means it rides on a dedicated ‘skateboard’-style platforms that maximises cabin space.

That’s most keenly felt in the second row, with can slide forwards or backwards, but even positioned in a way that didn’t cut off the circulation of any adults sitting behind me, I had more than enough room (I’m 175cm) to sit comfortably. And even the easy-enough-to-access third row delivers surprising room (provided there are no NBA players riding the middle row).

Boot space is a boon, too. In some three-row SUVs you’re lucky to fit an envelope in the boot with all seven seats in place, but not so the EX90, which serves up a very useable 365 litres with seven humans on board. Drop the third row, and that number grows to 655 litres, and with the second row also stowed, the boot space swells to a massive 1040 litres.

Volvo’s integrated booster seat lives on in the middle of the second row, and all seats are super comfortable, and the kinds of thing you wouldn’t mind settling into for a long drive.

Both EX90 models will tow 2200kg – which isn’t quite enough to tow itself, given the big battery-equipped SUV weighs around 2780kg.

The EX90 range arrives in two grades, the entry-level Plus Twin Motor, which starts at $124,990, and the top-spec Ultra Twin Motor Performance, which starts at $134,990 (both before on-road costs). Both share the same battery and driving range, but the latter produces more grunt. 

That puts it somewhere between Kia and Hyundai and the German brands in terms of pricing, with Volvo suggesting it is trying to occupy a slightly lower rung on the premium ladder — at least in terms of sticker price — than brands like BMW and Mercedes-Benz.

The Plus rides on 20-inch alloys and there is a fixed panoramic glass roof with an optional sun shade. Then there’s LED lighting outside and inside there are leather-like seats made from mostly recycled plastic, which are heated in the first two rows.

You also get four-zone climate control, a 14-speaker Bose stereo that pairs with a 14.5-inch central screen (vertical) with Apple CarPlay and Android Auto, but also Google built-in, giving you access to native maps and apps. There’s also wireless phone charging and a heated leather steering wheel. The driver’s binnacle has been replaced by a 9.0-inch horizontal screen above the steering wheel.

Stepping up to the Ultra gives you ventilated seats up front, better High Definition Pixel headlights and a wondrous 25-speaker Bowers & Wilkins High Fidelity stereo.

Both models also get an always-on 5G connection, allowing for Over-The-Air updates to keep the EX90’s software fresh.

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!

Both EX90 models are twin-motor, AWD affairs, with the Plus delivering a total 300kW and 700Nm, while the Ultra dials it up to 380kW and 910Nm. The sprint to 100km/h times for each are 5.9s and 4.9s respectively.

And if you’re wondering whether you need a large, three-row SUV that’s faster to 100km/h than 5.9s, the answer is you don’t. The Plus felt more than potent enough for me.

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.

Interestingly, both EX90 models share the same 111kWh lithium-ion battery, and both promise the same WLTP driving range of 570km, because both claim the same efficiency of 16.9kWh/100km. Weird, because more power usually means less efficiency and a smaller driving range.

When it comes time to charge, the EX90 is set up for 250kW DC fast charging, meaning 10-80 percent charged in 35mins. At home, a three-phase wallbox will take more like 10 hours. But if yours is only a 7kW connection, it will be slower still.

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 march of the the modern EV has given us driving nit-pickers less to talk about, because the experience behind the wheel has begun to become a little predicable. Electric motors mean smooth, constant acceleration with no lag or lumpy bits, and even big 2.5-tonne monsters can accelerate like hot hatches if there are enough motors on board.

And so it largely is with the EX90, which both models sporting a twin-motor, AWD powertrain that delivers plenty of grunt, easy forward progress, and a calm cabin ambience on most road surfaces.

We took on freeway driving, flowing country roads and slow-speed city stuff, and none of it delivered any hurdles the big Volvo couldn't clear, with the low-slung weight of the EX90 helping it feel planted, even in twistier stuff.

I also like the easy access to the break-regeneration options and the full-time or part-time AWD switch, which are glued to the bottom of the infotainment screen. It is also supremely quiet in the cabin, even at freeway speeds.

But there are some downsides. For mine, the steering is too light and artificial to inspire any real confidence. It's nice in the city, but less so when you're trying to be precise on a twisting country road. And while the twin-chamber air suspension does a great job of ironing out minor road blemishes, it does bouncy over bigger bumps, especially over the rear axle, which has a kind of pebble in a lake effect, sending a bouncy wave through the cabin.

I have to say, though, the screens are a challenge. Digging through sub-menus to access basic functions isn't much fun, and it did take an age to perform some key functions, like linking up Apple CarPlay.

Volvo doesn’t really talk ANCAP stars, suggesting that five is the absolute minimum standard, but the Swedish-Chinese brand reckons this is its safest car yet. For example, there’s not one but two in-cabin cameras monitoring the driver, while a total six radars scan the cabin “by the millimetre” to ensure no little humans are ever left behind.

There are side, curtain and front airbags, as well as a driver knee bag, as well as AEB, steering interventions that detects people and cyclists, a 360-degree camera, and LIDAR-based autonomous functions (active cruise, lane-keep assist etc.) that are intended to be updated over time as systems improve.

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.

The EX90 is covered by a five-year, unlimited-kilometre warranty, with servicing required annually. The good news is that, for the first five years of ownership, your service costs are built into the purchase price. Or, to put it another way, they're free.