The Polestar 3 has long been promised to be the first true branded BEV from the Volvo- and Geely-owned automaker, and it has a lot riding on its success. After taking a trip out to Jackson Hole, Wyoming, to test drive both variants of the Polestar 3, I think this SUV is something pretty special inside and out.
Table of contents
A quick background on the Polestar 3 SUV
The Polestar 3 is a new SUV from the EV brand that is majority-owned by China’s Geely Holding. It was initially announced in October 2022. In addition to being the first SUV from Polestar ($PSNY), it will also be the first model built on US soil in South Carolina.
The SUV was initially scheduled to launch in Q4 2023, but Polestar delayed its arrival to Q1 2024, citing the need for more time to develop the software used in its platform shared with Volvo Cars and the EX90.
The first deliveries of the all-electric SUV began in late June before the US builds commenced last month. My trip was a rare instance of test-driving an EV for the first time that’s already on the market, but I have been giddy about the opportunity to do so nonetheless and share my thoughts with you, so let’s dig in.
Specs of the first two Polestar 3 variants
At its initial US launch, the Polestar 3 SUV arrived in two dual-motor variants, including a Long Range version we referred to as the “basic” model during the drives and a Long Range 3 with Polestar’s Performance Pack, offering more horsepower and acceleration (plus sweet gold seatbelts you can peep below).
Polestar has since shared plans for a third, more affordable SUV variant, complete with a single RWD powertrain. However, that’s not coming to North America until later this year, so we will focus on the two versions I drove. Here’s how the specs stack up:
Polestar 3 Variant
Long Range Dual Motor
Long Range Dual Motor +Performance Pack
Powertrain
Dual Motor
Dual Motor
Power
489 hp
517 hp
Torque
620 lb-ft
671 lb-ft
Acceleration (0-60 mph)
4.8 seconds
4.5 seconds
Top Speed
130 mph
130 mph
Battery Size (NMC)
111 kWh (nominal) / 107 kWh (usable)
111 kWh (nominal) / 107 kWh (usable)
Energy Consumption (EPA)
38.9 kWh/ 100 miles
43.2 kWh/ 100 miles
Range (EPA)
Up to 315 miles
Up to 279 miles
Drag Coefficient
0.29 Cd
0.29 Cd
AC Charging
Up to 11 kW (0-100% in 11 hours)
Up to 11 kW (0-100% in 11 hours)
DC Charging
Up to 250 kW (10-80% in 30 mins)
Up to 250 kW (10-80% in 30 mins)
Source: Polestar
On paper, the Polestar 3’s specs are more than adequate but by no means blow you away. However, if you’ve ever driven the Polestar 2 BST or the RWD version, you can understand that these EVs are simply built differently and drive better than most vehicles out there today.
That’s partly due to Polestar’s mechanical engineer Christian Samson and his team at the design center in Gothenburg, who have once again put their tuning expertise into Polestar’s latest model. The result is noticeable but also quite unmatched. Here are my thoughts.
This SUV is amazing, even without the Performance Pack
During my day of driving up and around Wyoming and through Idaho, I took in some beautiful vistas around the Tetons despite the rain (and a little bit of snow). During that trek, I got time behind the wheel of both Launch Editions of the Polestar 3 SUV, including the Dual Motor version, which includes Polestar’s Plus and Pilot Packs (in the “Snow” exterior seen above), as well as the Performance Pack Version in “Thunder” down below.
My first impression, and something I’ll probably revisit several times as you read on, is how smooth of a ride this SUV delivers. As the Polestar team shared with us during a presentation before, the drive, handling, steering, and performance are at the core of its product identity, alongside other important factors such as range, efficiency, sustainability, U/X, and ADAS.
The design team put a lot of effort into the abundant and refined body control in the Polestar 3 SUV to deliver a playful but balanced ride it hopes will propel the young(ish) brand to status as the first choice for proper drivers due to its precision and distinct road contact.
After driving both these variants, I have to say Polestar knocked it out of the park. I don’t know if I’ve experienced a ride as smooth and as comfortable as the 3, whether I was behind the wheel or riding shotgun with my driving partner.
If you’ve read about my drive experiences in the past, you’ll know I’m a stickler for regen and love one-pedal driving, and the Polestar 3 is some of the best I’ve encountered to date. It’s perfectly calibrated and stiff as hell when you want it to be, yet its deceleration is so utterly smooth that you are never jerked forward. This is what one-pedal driving should be—Chef’s kiss.
I was a massive fan of the small driver’s display above the steering wheel. It remained in clear sight and perfectly displayed all the pertinent information right where I needed it and is a perfect example of Polestar’s nod to its Scandinavian roots with a minimalist yet functional design approach.
On the way back in the Polestar 3 with the Performance Pack, we encountered one software error in which the driver display malfunctioned (see error message below). The vehicle kept working perfectly, including Pilot Assist ADAS, although there were no indications it was on. Other metrics like speed went dark as well. The HUD still projected but didn’t show any information.
Once I pulled over and turned the SUV off (which required a quick Google search since this model doesn’t have a start/stop button), I could restart it, and everything booted up just fine. It was a minor bug with a quick solution, but it is worth mentioning.
I also found the HUD to be completely adequate during my drive time. It was nothing special as it only displays the speed limit and your current speed, but it was easy to see, even through all the elements outside.
Another feature I enjoyed was the 25-speaker system with Dolby Atmos from Bowers & Wilkins, which comes with the Plus Pack upgrade. The sound quality was incredible, and you can switch between different simulated environments, including “Stage” and “Room.” Dark Side of the Moon never sounded better.
While the Polestar 3’s acceleration specs may not blow you away on paper, don’t get it twisted; this SUV is sneaky fast. Again, I have to give credit to how well the EVs have been tuned because you can not only easily overtake a car whenever you want, but you also feel in complete control the entire time and always have an excellent feel for where the front wheels are.
I don’t want to incriminate myself here, but on the empty country roads in Wyoming, my driving partner and I were able to get the Polestar 3’s speed well into the triple digits, sometimes without even noticing. I experienced this sensation as both a passenger and a driver – you can easily be going 118 mph, and it feels as smooth and calm as if you were going 55 mph. It’s unreal.
The overall aesthetic of the Polestar 3 SUV is one of cleanliness and quality. The textiles, many of which are recycled materials, are comfortable and bring an feeling of premium quality to the vehicle. I preferred the interior of then Performance Pack version personally, but when it’s all said and done, I think the regular olf Dual Motor version is where it’s at
Final thoughts, pricing, and availability of the Polestar 3
Overall, I was quite impressed with the Polestar 3 and highly recommend taking the SUV for a test drive yourself to truly understand what I’m talking about when I describe how well it has been tuned. While I thoroughly enjoyed both variants, I personally would opt for the Launch Edition Dual Motor version with the Plus and Pilot Packs.
The Performance Pack does offer some extra oomph, but I don’t think it’s significant enough to herald the higher price tag unless you just have to have those gold seatbelts (understandable).
The Launch Edition Polestar 3 starts at an MSRP of $73,400 and costs $79,400 with the Performance Pack. Both options are on sale now, and if you buy one, you should get one of the early Polestar SUVs built here in the US.
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An oil pumpjack is seen in a field on April 08, 2025 in Nolan, Texas.
Brandon Bell | Getty Images News | Getty Images
Just as many mission-driven fund managers have reconsidered their defense policy in the wake of Russia’s full-scale invasion of Ukraine, an analyst at Goldman Sachs says it is now time for sustainable investors to re-evaluate their approach to oil and gas companies.
Investments focused on environmental, social and governance (ESG) factors tend to favor companies that score highly on certain criteria, such as climate change, human rights or corporate transparency.
Tobacco giants, fossil fuel companies and weapons makers have typically been among those to have been screened out or excluded from sustainable portfolios.
“In the same way that the sentiment on defense companies has changed with the Russia-Ukraine war, I think the sentiment on ownership of oil and gas should change,” Michele Della Vigna, head of EMEA natural resources research at Goldman Sachs, told CNBC by video call.
A persistent unwillingness to own energy majors is biased by a “major mistake” in evaluating the energy transition from the perspective of European investors, Della Vigna said — an approach that he expects to change.
We see record-breaking temperatures, rising greenhouse gas emissions, oceans warming and sea level rise. I mean, why would we want to see more fossil fuels? Most ESG investors would not.
Ida Kassa Johannesen
Head of commercial ESG at Saxo Bank
Goldman’s Della Vigna outlined three reasons to back-up his view on why ESG investors should bring oil and gas stocks in from the cold.
“Let’s be clear, this energy transition will be much longer than expected. We are going to have, we think, peak oil demand in the mid-2030s [and] peak gas demand in the 2050s,” Della Vigna said.
“And we clearly show that we need greenfield oil and gas development well into the 2040s. So, if we need new oil and gas development, why wouldn’t we own these companies?”
The International Energy Agency, meanwhile, has said it expects fossil fuel demand to peak by the end of the decade. The energy watchdog has also repeatedly warned that no new oil and gas projects are needed to meet global energy demand while achieving net-zero emissions by 2050.
Della Vigna’s second point was that oil and gas companies represent some of the biggest investors in low-carbon energy worldwide, adding that a failure to both engage with, and finance oil and gas stocks would ultimately serve as a barrier to the energy transition.
In addition, Della Vigna said that unlike utilities, which he described as infrastructure builders, oil and gas companies are “market makers” and “risk-takers.”
An array of solar panels create electricity at the Lightsource bp solar farm near the Anglesey village of Rhosgoch, on May 10, 2024 in Wales.
Christopher Furlong | Getty Images News | Getty Images
“So, we need their capabilities, the balance sheet and the risk-taking. They are some of the largest investors in low carbon and whether we like it or not, we also need their core businesses of oil and gas,” Della Vigna said.
“Otherwise, we will not have affordable energy, especially for emerging markets, and we will have energy poverty, which I don’t think is acceptable in any ESG framework,” he continued.
“I think the energy companies that lead the energy transition should be a cornerstone of ESG funds — not a divestment target,” Della Vigna said.
‘Some loosening around the edges’
Not everyone is convinced that oil and gas stocks should follow defense companies into an ESG portfolio.
“I think it is a bit extreme,” Ida Kassa Johannesen, head of commercial ESG at Saxo Bank, told CNBC by video call.
“Just because defense stocks have gained favor doesn’t mean that oil and gas should also gain favor. I don’t think we should compare the two directly,” Kassa Johannesen said.
Scientists have repeatedly pushed for rapid reductions in greenhouse gas emissions to stop global average temperatures rising. These calls have continued through an alarming run of temperature records, with the planet registering its hottest year in human history in 2024.
Allen Good, a senior stock analyst covering the oil and gas industries at Morningstar, said it’s difficult to foresee a time where there will be a total acceptance of oil and gas in ESG.
He added, however, that a slightly more relaxed approach from investors is feasible on the basis that energy majors significantly increase the amount they invest in renewable and low-carbon technologies.
An Exxon gas station is seen on August 05, 2024 in Austin, Texas.
Brandon Bell | Getty Images
“I mean ESG, to me, it’s whole raison d’être is the energy transition [and] climate change. So, I would find it hard to believe that they would say they are going to start investing in oil and gas companies,” Good told CNBC by telephone.
“Now, I think what you could start to see is some loosening around the edges, whereby they come to some agreement where a company is investing X amount in renewable energy, or their earnings will be X amount in 10 years, then maybe a Total[Energies] gets into the portfolio. But someone like an Exxon or even a Chevron … I would find that hard to see how that gets in ESG,” he added.
CASE arrived at bauma 2025 with an innovative new electric wheel loader with a striking, sharp-edged design that ditches the traditional operator cab in favor of remote or autonomous operation for improved accessibility and safety.
CASE says the cabin-less design of the Impact electric wheel loader enhances operational flexibility by enabling operations in extreme environments and adverse weather conditions. It also means that job site, disaster recovery, or even rescue operations can continue 24/7, with operators in different time zones logging in for their shifts.
More important – and more practical – is CASE’s claim that the new Impact concept, “marks a significant advancement in accessibility, as operators with motor impairments and other disabilities can now operate the machine without physical limitations, representing an important step toward inclusivity in the industry.”
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Along with integrated AI, a full suite of sensors, and autonomous operation built in, CASE says the Impact is a glimpse into a smarter, safer, and more sustainable working future.
Electrek’s Take
Driven by an aging workforce and not enough new talent entering the field, virtually every industrial field is struggling with an international equipment operator shortage. The concept of automation addresses some of that, but remote operation open up the field significantly, and I could easily older operators forced out of work due to injury getting back into it or younger operators halfway around the world who would give anything for an opportunity – and paycheck – like this could provide.
Smart move from CASE, and it’s great to hear them call that out specifically.
Electricity grid demands are on the rise in part due to energy-hungry technology like AI, and while experts believe renewable energy alone is not enough, it is essential to a broader supply equation. But with funding freezes, subsidy walk backs and tariffs on key components all on the table, solar, wind, and hydrogen companies are working harder than ever to make their business models work, even if they never intended to rely on federal support for the long term.
“One of the hats I used to wear was planning for the City of New York. For the longest time, there was decreasing [energy] demand,” said Aseem Kapur, chief revenue officer of GM Energy, an arm of General Motors that the company introduced in 2022. “Over the course of the last five or so years, that equation has changed. Utilities are facing unprecedented demand.”
Beyond New York City, U.S. energy demand is poised to grow upwards of 16% in the next five years, a big difference from the 0.5%it grew each year on average from 2001 to 2024, according to the Center for Strategic & International Studies.
For the renewable energy companies looking to break into the mainstream, subsidies have helped them get through their early days of growth. But President Trump has targeted these solutions from the first day of his presidency. In an executive order from Jan. 20, the Trump administration promised to “unleash” an era of fossil fuels exploration and production while also eliminating “unfair subsidies and other ill-conceived government-imposed market distortions that favor EVs over other technologies.” Last week, Trump issued an EO pushing for more coal production.
In a six-year study breaking down energy subsidies from the U.S. Energy Information Administration from 2022 (the most recent edition), 46% of federal energy subsidies were associated with renewable energy, making them the largest slice of the energy pie. At the same time, natural gas and petroleum subsidies became a net cost to the government in 2022, reversing what had been a source of revenue inflows.
“Every company I’ve talked to recognizes that subsidies were required to help them through an R&D cycle, but they all believed they had to get to a cost parity point,” said Ross Meyercord, CEO of Propel Software (and former Salesforce CIO), whose manufacturing software solution serves energy clients like Invinity Energy Systems and Eos Energy Storage. “Every company had that baked into their business model. It may happen faster than they were planning on, and obviously that creates challenges.”
Meyercord believes that clean energy companies can handle either a subsidy decrease or a rise in tariffs, but both at the same time will add substantial stress to the market, which could have negative downstream effects on the grid — and the people who rely on it.
‘Not going to get rid of fossil fuels overnight’
Like any energy source, Kapur says success always comes down to economics. In the current environment, with interest rates, and fears that inflation will reignite, he said, “it’s going to come down to, ‘What are the most cost-effective solutions that can be brought to market?'” That may vary by region, he added, but notes that solar and energy storage have already reached parity in many cases and, in some instances, are below the cost of producing energy from natural gas or coal-powered resources.
This economics equation is true even in Texas, where the state’s Attorney General Ken Paxton has voiced anti-renewables sentiment in favor of the coal market (his lawsuit against major investment firm BlackRock and others in late November claims these firms sought to “weaponize their shares to pressure the coal companies to accommodate ‘green energy’ goals”). Wind accounts for 24% of the state’s energy profile, according to the Texas Comptroller, suggesting a penchant for any energy source that’s viable and cost-effective.
“The reality is, we’re not going to get rid of fossil fuels overnight,” said Whit Irvin Jr., CEO of hydrogen energy company Q Hydrogen. “They are going to have a very significant piece in our energy ecosystem for decades, and as new technologies come out on a larger scale, the use of fossil fuels will be curtailed, but we need to continue research, development and innovation in a way that makes sense.”
Irvin emphasizes the need for innovation from all sides, including creating new technologies that have a massive impact on large scalability and carbon reduction. “We don’t want to turn off that spigot. We just want to make sure that it’s going to the right places,” he said.
Hydrogen energy itself is one such source of innovation. Hydrogen ranges in sustainability depending on the fuel it uses to source its hydrogen. For example, green hydrogen — the only climate-neutral form of hydrogen energy — stems from renewable energy surplus. Grey hydrogen stems from natural gas methane. Q Hydrogen is working to open the world’s first renewable hydrogen power plant that will be economically viable without a subsidy. Irvin Jr. says the company, which produces hydrogen using water, plans to launch its New Hampshire facility this year.
“Hydrogen fuel cells are a really good way to provide backup power or even prime power to a data center that would be considered essentially off grid,” said Irvin, likening hydrogen fuel cell production to a form of battery storage. While hydrogen is not the most economical because of its comparative immaturity, Irvin said heightened energy demand will outcompete cost sensitivity for tech companies requiring more and more data storage.
While hydrogen projects continue to reap federal incentives to propel the industry forward, Irvin said subsidies were never part of his company’s business equation. “If they do exist, we’ll be able to take advantage of them,” he said. “If they don’t exist, that will still be fine for us.”
But that might not be true for every alternative energy company depending on where they’re at in the R&D cycle. Changes in federal incentives have real power to shift the progression of renewable energy in the U.S., especially when combined with tariffs that could stifle companies’ international relationships and supply chains. Meyercord, Kapur and Irvin all foresee private industry partnerships making a huge impact for the future of the grid, but recognize that the strain is increasing as energy tech of all kinds becomes smarter and more grid-dependent.