GM is bringing back its Chevy Bolt EV for the 2027 model year, fulfilling the wishes of drivers who pined for the affordable and practical electric car that helped mainstream EVs. This new edition builds on the idea that electric mobility can be accessible without compromise and, as it happens, at a reasonable price.
When it first arrived, the Chevy Bolt marked a major shift. As Green Car Journal noted then, it made long-range electric driving attainable for many. That milestone established a foundation that today’s Bolt inherits, adding modern range, tech, and refinement.
The 2027 Chevy Bolt LT launches at $29,990, including destination charges. A lower-priced LT variant will follow at $28,995. Tesla has yet to offer an affordable EV close that price range, though it has long promised to sell an entry-level model at $35,000…something it did only briefly five years ago. Chevrolet estimates a 255 mile range for the Bolt, the most for any EV under $30,000.
Production begins early next year as a limited-run model. Alongside the Equinox EV, the new Bolt anchors Chevrolet’s commitment to accessible electric vehicles. Together, these models are projected to account for most of the brand’s EV sales through 2026.
The 2027 Bolt uses GM’s latest X76 electric drive unit, developed for efficiency and durability. A permanent-magnet motor designed with reduced rare-earth content lowers cost and environmental impact, while silicon-carbide inverter materials limit energy loss between battery and drive system.
Shared across GM’s growing EV portfolio, this hardware helps keep costs in check. The 65 kWh lithium-iron-phosphate battery offers robust thermal stability and consistent performance. Blended regenerative braking with the benefit of one-pedal driving returns energy to the battery pack while encouraging smoother brake-free operation.
Inside, the Bolt EV evolves toward a more driver-focused layout. An 11.3-inch infotainment display and 11-inch configurable instrument screen give clear digital feedback while keeping key functions within reach. Physical controls for volume and climate remain for quick, tactile access.
Practicality stays central to the Bolt’s identity. There is open console storage, multiple USB-C ports, and available wireless phone charging. Heated and ventilated front seats, a heated steering wheel, and an optional panoramic sunroof contribute to a comfortable cabin experience.
Charging performance represents one of the Bolt’s most notable upgrades. With 150 kW DC fast-charging, the car charges from 10 to 80 percent in about 26 minutes, more than twice as fast as before. It is also Chevrolet’s first model equipped with a NACS port, broadening compatibility across U.S. charging networks including Tesla's reliable Superchargers.
Google built-in connectivity now ties navigation and charging together. Google Maps routes include live charger availability and real-time range data, while automatic battery preconditioning optimizes fast-charging stops. Super Cruise driver-assist integrates with Google Maps to highlight hands-free routes and manage lane guidance on highway interchanges.
Design updates keep the familiar hatchback profile but introduce sleeker details. Seven exterior colors and 17-inch wheel choices allow personalization, while a new RS trim adds gloss-black accents, roof rails, and exclusive badging.
More than 20 standard safety and driver-assistance technologies include Intersection Collision Mitigation, Rear Cross Traffic Alert with Braking, and adaptive cruise control. The Bolt’s Vehicle-to-Home (V2H) functionality enables power sharing with properly equipped homes, signaling GM’s expanding role in EV energy integration.
The original Chevy Bolt introduced for 2017 was more than an efficient commuter. It was a social and technological marker, illustrating that electric cars could deliver meaningful range and practicality without a luxury-level price. As Green Car Journal noted at the time, the Bolt’s affordability placed EV ownership within reach of a broader audience, reshaping expectations for the segment.
Ten years later, the 2027 Bolt continues that legacy with improved capability, connectivity, and value. It builds on the same philosophy that made the first model a success: deliver real-world range, usable space, and forward-looking technology at an attainable price.
The new Bolt is set for assembly at GM’s Fairfax Plant in Kansas City, Kansas, and will reach showrooms in early 2026. Its return reflects a milestone in the electric vehicle market, positioning a once-again-mainstream Chevy Bolt as an affordable and desirable EV that can help lead the field toward a truly accessible electric future.
Those seeking exceptional fuel efficiency in an affordable mainstream model should consider Honda's ever-popular Civic. Honda has sharpened its electrification strategy with the availability of two hybrid trims in its refreshed 2025 Civic lineup. The model’s new Sport Hybrid and Sport Touring Hybrid variants rise to the top of the Civic family, combining fuel efficiency with more performance than any non-Type R Honda Civic before them.
The Civic hybrid is expected to account for about 40 percent of model sales, signaling Honda’s commitment to electrification while maintaining affordability in its compact car lineup. With an EPA-estimated 50 mpg in the city and 47 on the highway, Civic Hybrid not only offers class-leading efficiency but also brings a performance upgrade over Civic’s standard gasoline trims.
This isn’t the first time Civic has gone hybrid. Honda previously offered the Civic Hybrid from 2003 through 2015, during a period when hybrids were still establishing themselves in the mainstream market. After a decade-long absence, Honda has not reintroduced the Civic Hybrid with far more advanced technology, reflecting both how the market has matured and how the company’s own hybrid systems have evolved.
Honda’s latest two-motor hybrid system delivers 200 horsepower and 232 lb-ft torque. This makes the hybrid variants quicker than the outgoing 1.5-liter turbo Civic while delivering excellent efficiency. Linear Shift Control, a feature designed to mimic traditional gear changes, adds familiarity to the otherwise seamless hybrid driving experience.
Four levels of regenerative braking can be selected via steering wheel paddles, letting drivers tailor the level of deceleration and energy recovery. Combined with multiple drive modes – Econ, Normal, and Sport – the hybrid Civic allows drivers to optimize powertrain response for efficiency, comfort, or performance. The top Sport Touring Hybrid also introduces an Individual mode with customizable settings.
Honda has tuned the Civic hybrid with unique springs, dampers, and tires to match the added performance while preserving the model’s reputation for accessible driving fun. Hybrid trims benefit from the quietest cabins in the lineup thanks to Active Noise Control and additional sound-deadening measures, with Sport Touring models gaining resonator wheels for even greater refinement. This tuning underscores Honda’s effort to ensure the hybrid isn’t just the most efficient Civic. it’s also one of the most enjoyable to drive.
While the 2025 Civic receives updated styling across the board, the hybrid trims feature subtle cues that distinguish them from gasoline models. A more aggressive front fascia is complemented by a body-colored headlamp garnish and lower spoiler exclusive to the hybrid variants. The Sport Touring Hybrid receives its own machine-finished wheel design, while all Sport trims ride on 18-inch black wheels.
Four new exterior colors are available, including Blue Lagoon Pearl for sedans and Sand Dune Pearl for hatchbacks. Inside, hybrids can now be ordered with a gray interior, while the Sport Hybrid adds standard equipment like a moonroof, heated front seats, and dual-zone climate control. The Sport Touring Hybrid upgrades further with leather seating and a premium 12-speaker Bose audio system.
Technology has been a key focus in this refresh. Hybrid trims benefit from more advanced infotainment, with the Sport Touring Hybrid features a larger 9-inch touchscreen, wireless Apple CarPlay/Android Auto, and a wireless phone charger. This top trim also introduces Google built-in for the first time in a Civic. With native Google Maps, Google Assistant, and app integration via Google Play, drivers can enjoy a more connected and voice-driven experience, backed by a complimentary three-year data plan. All Civic models now feature front USB-C ports.
Every Civic highlights safety with Honda’s Advanced Compatibility Engineering body structure and the brand’s full suite of Honda Sensing driver-assist technologies. This includes collision mitigation braking, lane-keeping assist, and adaptive cruise control. All Sport trims also feature blind spot monitoring with rear cross traffic alert.
While hybrids headline the lineup, Civic LX and Sport trims are also available with a 2.0-liter four-cylinder gasoline engine to broaden the model’s already-wide appeal. This ensures Honda retains an affordable $24,250 entry point for younger or budget-conscious buyers while gradually shifting more of the lineup toward electrification.
Hybrid power aligns one of Honda’s most important models with the brand’s broader electrification roadmap. The combination of efficiency, performance, and refinement positions the Civic Hybrid to appeal to longtime Civic fans while attracting buyers who want hybrid benefits without giving up driving enjoyment. Civic Hybrids are also within reach of mainstream buyers with the Sport Hybrid’s price of entry $28,750 and the Sport Touring Hybrid $31,750.
For a nameplate that has defined compact car value for over 50 years, the hybrid Civic represents both a nod to the future and a return to the formula that has always made Civic successful: delivering more than expected in an affordable, approachable package.
The all-new 2025 Kia K4 offers buyers a fresh choice that blends excellent fuel economy, modern technology, and a roomy interior. With its bold design and feature-rich trims, the K4 is positioned to appeal to those who want to address lower carbon emissions while driving more than just the basics in their daily commute.
Beyond efficiency, the Kia K4 is notable for introducing segment-above digital displays, advanced driver assistance, and premium interior features that are often reserved for midsize sedans. Its combination of everyday usability and upscale amenities sets it apart from rival models in the segment.
At 185.4 inches long and 72.8 inches wide, the K4 is one of the largest models in its class, offering rear passengers 38 inches of legroom and 37.3 inches of headroom. The design emphasizes a sleek, fastback profile with hidden rear door handles and a wide stance, giving it a sporty edge. GT-Line trims are distinguished with gloss black accents, satin chrome trim, cube LED projection headlights, and 18-inch alloy wheels.
Inside, the K4 makes a strong impression with its wide digital command center. Nearly 30 inches of combined display space blends driver instrumentation and infotainment under Kia’s Connected Car Navigation Cockpit system. Wireless Apple CarPlay and Android Auto are standard across all trims. Premium options such as Harman Kardon audio, ventilated front seats, a panoramic sunroof, and Kia’s Digital Key 2.0 enhance its upscale feel. Voice interaction through Kia Assistant adds an extra layer of control.
The K4 comes with two front-wheel-drive powertrain choices. The standard 2.0-liter engine produces 147 horsepower and 132 lb-ft torque, delivering power to the road via an intelligently variable transmission. For those seeking more power, the optional 1.6-liter turbocharged engine delivers 190 horsepower and 195 lb-ft torque through an 8-speed automatic.
Fuel economy comes as a matter of course, with the 2.0-liter K4 earning EPA estimates of 40 mpg on the highway 30 mpg in the city, and 34 mpg combined. This places it among the most efficient choices in the compact sedan segment, aligning with competitors like the Honda Civic and Toyota Corolla. The turbocharged version trades some efficiency for performance but retains a practical balance for everyday driving.
The K4’s GT-Line Turbo trim gains a multi-link rear suspension that enhances responsiveness and control, distinguishing it from base models with sharper handling. Across the lineup, engineers targeted noise, vibration, and harshness with acoustic glass and specialized tires, contributing to a more refined driving experience.
Safety tech is comprehensive, with all models featuring Kia’s advanced ADAS driver assistance systems. Standard equipment includes intelligent speed limit assist, lane-keeping assist, and adaptive cruise control with stop-and-go functionality. Higher trims offer upgraded collision avoidance with pedestrian and cyclist detection, blind-spot view monitoring, evasive steering assist, and surround-view cameras, broadening driver confidence in varied traffic and road conditions.
Available in LX, LXS, EX, GT-Line, and GT-Line Turbo trims, the Kia K4 has carved out a presence in the compact sedan market. Its combination of welcome fuel efficiency, advanced digital features, and roomy proportions make it a strong competitor that will likely appeal to those seeking both daily practicality and a higher level of in-car tech.
Among its strengths is an easy entry for the K4 LX at $21,990, topping out at $25,990 for the higher performance GT-Line. For buyers wanting a sedan that balances style, technology, and real-world economy in an appealing package, the Kia K4 presents as a model deserving of real consideration.
Southern California-based Karma Automotive has a new player – the sumptuous Karma Gyesera –the next model in its electrified luxury lineup. Gyesera is positioned as the successor to the Revero, which has served as Karma's high-profile offering since the company acquired this model’s design and technology from the failed Fisker Automotive back in 2014. While many important technology refinements have been made to the Revero along with mild styling updates, the stunning design of the original car has largely remained intact.
The new Gyesera extended range electric vehicle (EREV) arrives at a time when the market for all-electric cars has softened and interest in EREVs is growing significantly. While the Karma Revero was once one of the pioneers in the luxury end of the electrified luxury market, Karma must now compete against a wide field of premium automakers offering their own plug-in and performance hybrids. Gyesera represents a strategic move to stay in the game and prove Karma is a serious player.
Karma is building Gyesera on an evolution of its aluminum space-frame platform, pairing it with bodywork made from aluminum and carbon-reinforced composites to reduce weight. The result is a lighter, more agile grand touring car that should also benefit efficiency. Larger forged billet aluminum wheels with Karma-specific Pirelli tires help reduce unsprung weight and rolling resistance.
Performance sees a clear step forward. The latest version of Karma’s extended-range hybrid powertrain delivers 566 horsepower and 546 lb-ft torque, propelling Gyesera from 0-60 mph in an estimated 4.0 seconds. That’s half a second quicker than the Revero, underscoring the emphasis on both grand touring comfort and sportier dynamics.
Beyond the car itself, Karma is highlighting a shift in how it designs vehicles. Gyesera is the first model developed under the company’s Intelligent Product Development System, a process that blends traditional engineering with digital twin concepts from the tech sector. By simulating designs virtually and connecting development to real-world data, Karma aims to shorten product development cycles and improve reliability.
This new approach points to the company’s ambition to operate not just as a boutique automaker, but as a tech-driven product company. It also sets the stage for additional models, including the Amaris GT coupe expected in 2026.
Visually, Gyesera introduces a design language meant to define Karma going forward. A low-slung stance, carbon composite details, and a distinctive “backslash” signature on the fenders create a bold appearance. The company’s distinctive “Target Acquisition” lighting, first shown on the Kaveya concept, makes its production debut here. A vented hood inspired by a comet’s trail adds both functional airflow and a unique styling cue.
The rear design is anchored by a full-width diffuser that emphasizes the car’s athletic proportions. Overall, Karma is aiming for a design identity that blends exclusivity, performance cues, and brand distinction.
Inside, Gyesera takes a restrained approach compared to competitors that dominate the cabin with large screens. A digital instrument cluster and a new Qualcomm-based infotainment system focus on delivering information cleanly rather than overwhelming the space. HVAC functions are integrated into streamlined menus, while conveniences like wireless CarPlay, Android Auto, and wireless device charging are standard.
Expanded over-the-air update capabilities bring added value, offering downloadable features such as custom audio tuning and AI-driven predictive service diagnostics. Premium materials and a simplified design approach reinforce the goal of a modern, uncluttered luxury environment. Slim front seats open up additional legroom for rear passengers, improving practicality without sacrificing the car’s sleek proportions.
With an expected starting price of about $165,000 and producing scheduled later this year, the Gyesera competes directly against luxury plug-in models from larger mainstream automakers. Its success will depend on Karma’s ability to distinguish itself through exclusivity, which the Gyesera's lofty price pretty much guarantees. That exclusivity formula, by the way, has been a key element already at work for this automaker. The upcoming Amaris GT Coupe, positioned at roughly $200,000, will further broaden Karma’s small but focused lineup.
Gyesera represents more than just a new model for Karma – it’s a signal of intent. By combining advanced plug-in serial hybrid power, lightweight materials, and software-enabled features, Karma is aiming to stand apart in a crowded segment. Whether this approach will establish Karma as a stronger player in the luxury hybrid space remains to be seen, but the Gyesera sets a new direction that builds on the pioneering foundation of the Revero while charting a logical and exciting path forward.
The midsize Polestar 3 SUV, the latest Polestar model to hit U.S. shores, is distinguished with sculpted styling, a minimalist interior, and loads of tech. It also features a good amount of real-world range and, living up to the automaker’s sporty performance goals, great handling and plenty of power.
The rub: The 2025 Polestar 3 starts at almost $69,000 and can edge close to $100,000 in top performance trim with all the available options. It’s not for the multitudes who live on tight budgets.
Likely rivals for shoppers’ attention include electric SUVs from the likes of Audi, BMW, Mercedes-Benz, and Volvo. You could toss in models such as the Cadillac Optiq, Tesla Model Y, and Genesis Electrified GV70, but they really play in a different segment as compact SUVs.
Polestar offers the 3 in three “long range” powertrain choices with option packages to increase the tech, driver assist and comfort, and “gee, look at me” content. The base single-motor, rear-wheel drive version delivers, per the EPA, up to 350 miles of range. None of the competing high-end electric SUVs can match that, although none offer single-motor version, opting instead for 100 percent all-wheel drive lineups.
More powerful but less efficient dual-motor, all-wheel drive versions of the Polestar 3 come in two flavors. The base dual-motor trim boasts a segment-leading 315 miles of range, per the EPA’s rating system. Adding the Performance Pack option drops the Polestar 3 Dual Motor’s rated range to between 279 and 300 miles, depending on tire and wheel size. That’s in the ballpark with the 300-mile Audi Q8 e-tron, 307-mile Mercedes-Benz EQE SUV, 309-mile BMW iX xDrive50, and 310-mile Volvo EX9.
Sizewise, the Polestar 3 sits near the bottom of it pack. While its passenger cabin is roomy, the 3 overall is as much as 5.5 inches shorter than other premium and luxury mid-size electric SUVs. It sits mid-pack in cargo capacity, though, bested by the BMW iX and Audi but leading the EQE SUV and the Volvo EX90. Pricewise, the Polestar starts lower than any likely competitor.
The Swedish EV maker started life as an independent tuning shop for Volvo racers, then was absorbed by Volvo Cars, which has been owned by China’s Zhejiang Geely Holding Group since 2010. In 2017 Geely decided it wanted a stand-along EV makers in its stable to market performance-oriented but premium-level vehicles globally. Polestar was spun off from Volvo to be that company.
It is publicly traded, but a majority of its shares are held by Geely and Geely founder and CEO Li Shufu’s private PSD Investment. Volvo Cars also holds a stake.
Polestar’s first model, the limited production Polestar 1, was a sport coupe with a 600 horsepower plug-in hybrid powertrain and 52 mile all-electric range, the best in the business. It was sold globally, though in very small numbers, from 2019 through 2021 and won praise for its styling and performance. Only about 1,500 of the $150,000 cars were built and just 250 of them made it to the U.S.
The Polestar 2, a compact sedan-styled hatchback, launched in 2019 and still is sold in Asia and Europe. U.S. sales of the sporty 2 were curtailed this year in the face of stiff tariffs on vehicles imported from China, where it is built.
Polestar 3 went on sale in the U.S. earlier this year in dual-motor trim, with the single-motor version launching in April. Models sold in the U.S. are built alongside the Volvo EX90 at Volvo’s South Carolina assembly plant. The 3 will be followed later this year by the Polestar 4, a tall sedan styled midsize SUV that shares most of its powertrain, suspension, and interior with the 3. It will be built in South Korea.
A Polestar 5 sport sedan – the brand’s new flagship model – is slated for 2026 and will be built in South Carolina and/or South Korea. The Polestar 7 compact SUV aimed mainly for the European market and slated to be assembled there is scheduled next, to be followed by the Polestar 6, a 2+2 performance roadster with head-turning design.
Don’t expect to consistently get EPA estimated range from any Polestar 3 variant unless your accelerator foot is feather light, your driving style rather timid, and you avoid hilly or mountainous terrain and highway driving. Real-world range for most EVs runs 10 to 15 percent below EPA estimates with the variance depending largely on tire size, the weight of cargo (including people) on board, driving style, terrain, and the amount of high speed driving involved. We tested both the single-motor and dual-motor performance versions of the Polestar 3. Our experience is that it manages to stick pretty close to the estimates, running 10 to 12 percent short in most driving conditions.
In in our range test of a single-motor Polestar 3 with 21-inch wheels – the variant EPA rates at 350 miles – our 250-mile round-trip ride covered 140 miles of fast freeway driving in light traffic, plus 70 miles of ambling country lanes and 40 miles of mountain roads. We tried to keep within 10 mph of posted speed limits.
Per EPA’s estimate, we should have been draining the battery pack at a rate of 3.27 miles per kilowatt-hour (350 miles/107 kWh usable battery capacity). But country and mountain driving on the first leg of the trip was uphill most of the way, cutting efficiency to just 2.4 miles per kWh. That would have resulted in just under 266 miles of range had we kept going at that pace. We benefitted from an equal amount of downhill motoring on the way back, though, and improved efficiency for that part was a relatively thrifty 3 miles per kWh. For the entire round trip, average consumption was 37.3 kWh per 100 miles. That’s the equivalent of 307 miles of range – 12.2% under the EPA estimate.
We tested the dual-motor performance version of the Polestar 3 last fall on rain-slicked roads in the area around Jackson, Wyoming. An abundance of caution with someone else’s vehicle kept speeds down, but we did climb about 2,200 feet from Jackson’s 6,240-foot elevation to hit the pass through the Tetons into neighboring Idaho. Overall, we found real range on that trip was pretty much what EPA estimated for the performance version with 22 inch tires.
All versions of the 2025 Polestar 3 are two-row, five-seat electric crossovers. There’s a lot of Volvo under the skin and in the interior, but Polestar DNA is dominant in the 3’s design and chassis, suspension, and powertrain development.
Its aerodynamic looks derive from the Polestar Precept electric sedan concept that was unveiled in 2020. It’s built on an EV-specific platform developed by Volvo.
The rear-drive Polestar 3 starts at $68,900 under pre-tariff pricing. It has its own powertrain and suspension but otherwise is almost identical in looks and features to the dual-motor trims.
Standard features include 20-inch alloy wheels, panoramic glass roof, acoustic laminated windshield and rear window, auto-extending flush door handles, power rear liftgate with foot sensor, power adjustable and heated, auto-dimming, and folding frameless side mirrors. Inside are standard heated and power adjustable front seats with extendable thigh bolsters, ambient interior lighting, tri-zone heat-pump climate control, rear touchscreen for climate and seat heating controls, and a 10-speaker audio system.
If your regular driving conditions don’t require all wheel drive and you don’t mind taking a couple of seconds longer to hit 60 from a standing stop, the single-motor version makes a lot of sense.
The dual-motor Polestar 3 starts at $74,800. It includes all the single-motor variant’s standard features and adds more power, electronic all-wheel drive with torque vectoring, and air suspension with active dampers. The dual motor AWD with Performance Pack jumps to $80,800 and includes everything on the standard dual motor but adds a performance software upgrade that boosts horsepower and torque. It also gets 22-inch alloys with performance tires, special chassis tuning, and gold-color seatbelts, valve caps, and brake calipers.
The Plus Pack, priced at $5,500, adds a head-up display, power adjustable steering column, soft-close door mechanism, heated rear seats and steering wheel, heated windshield wiper blades, and a foldable rear cargo bay floor. Also provided is a 25-speaker Bowers & Wilkins audio system with surround sound, Dolby Atmos capability, and active road noise cancellation.
Available only with the Plus Pack at an additional $5,500 is a combination of animal welfare certified Nappa leather upholstery in three color choices and dark ash wood trim. The Performance Pack, at $6,000 and available only for the dual-motor variant, adds 22-inch alloy and performance tires, a software upgrade that boosts horsepower and torque, sport and performance tuned chassis, and gold-colored seatbelts, brake calipers, and valve caps. A $2,100 Pro Pack option for the single-motor and base dual-motor variants adds specially designed 21-inch wheels, gold-colored valve caps, and black seatbelts with a gold center stripe.
All Polestar 3 variants use a 111-kilowatt-hour battery pack (107 kWh usable capacity) installed under the floor in a so-called skateboard EV platform. For the single-motor version, the battery supplies a rear-mounted motor rated at 299 horsepower and 361 lb.-ft. of torque. Dual-motor variants get an additional motor for the front axle. Combined, they produce a total of 489 horsepower and 620 lb-ft torque. The Performance Pack boosts that to 517 hp and 671 lb-ft.
Polstar says the standard dual-motor version can zoom from zero to 60 mpg in 4.9 seconds. Adding the Performance Pack cuts that to 4.6 seconds – at a cost of $2,000 per tenth of a second. The single motor Polestar 3 get to 60 in a more leisurely but perfectly acceptable 7.5 seconds, per Polestar’s estimate.
In any configuration there’s a decent amount of power, which is good because the Long-Range Dual Motor Polestar 3 weighs in at more than 2.5 tons in its lightest configuration, and is just 120 pounds short of 3 tons at its heftiest. The single motor version is some 200 pounds lighter than the base dual-motor Polestar 3.
The single motor version gets steel coil springs, passive dampers, and a rear motor without torque vectoring. Steering calibration is also a little softer in the single motor model. In our test drive we found it to deliver a comfortable ride and compliant handling, but its suspension couldn’t compensate for rough roads and high-speed corners quite as well as the dual moor variants’ more sophisticated system.
Dual motor Polestar 3s get adaptive air suspension and a rear-biased, electronic all-wheel drive system with torque vectoring that lets the Polestar 3 put its power to the road quite effectively and sure-footedly. All versions get four-piston Brembo front brakes with single-piston Brembos in the rears and they handle the vehicle’s weight with aplomb. A one-pedal drive setting for the Polestar 3’s multi-stage regenerative braking reduces brake-foot fatigue in crowded traffic and can mimic a downshift when turning or carving up a twisty country road.
We didn’t find either version of the Polestar 3 to be unwieldly or unbalanced when tossed around mountain corners or while carving winding roads, but our preference was for the double-motor variants’ air springs and adaptive dampers.
The single motor Polestar 3 with optional 21-inch wheels and all-season tires is EPA-rated at up to 350 miles of range, dropping to 342 miles with the standard 20-inch tires and 333 miles with 22-inchers. Dual-motor versions are rated at 315 miles with 21-inch wheels, 310 miles with the standard 20-inch wheels, and 287 miles with 22-inch wheels.
Adding the performance pack gets up to 300 miles of range. The Performance pack with its standard 22-inch alloys and sticky performance tires drops the estimated range to 279 miles. While the smaller 20-inch tires should deliver less rolling resistance and thus more range than the 21-inchers, the 20-inch wheels are made of cast aluminum, which makes them heavier and thus slightly less energy efficient than the forged aluminum wheels used with the 21 inch rubber.
At a DC fast charger, the Polestar can replenish its battery pack at up to 250 kilowatts per hour, good for a 10 to 80 percent recharge in 30 minutes. For home charging, the Polestar, like its competitors, uses an 11 kW Level 2 charging system. With properly sized 240-volt equipment, the Polestar can take a battery from 10 to 100 percent in 11 hours. Both DC and Level 2 charging speeds are competitive in the segment.
Polestar 3 has a Scandinavian minimalist interior that would have been avant-garde had it been rolled out a few years ago, before the Hyundai Motor Group set the standard for modern minimalism with its Hyundai and Kia small crossover interiors.
In the Polestar 3, the dashboard is divided into a padded textile-covered upper section with a textured plastic or optional aluminum or wood-trimmed lower face, divided by a thin strip of LED lighting. The dash houses a 9-inch-wide digital driver information screen and a centrally mounted, vertically oriented 14.5-inch infotainment touchscreen that also serves as a control center for almost all vehicle settings and functions. The only physical switches and knobs are vehicle function and driver display control buttons – unlabeled - on the steering wheel, the shifter, and turn signal stalks on the steering column. A rotary controller for the audio system is located on the center console’s floating bridge.
Power-adjustable, sports-styled front bucket seats are set low to maximize headroom and are both supportive and comfortable. The 60/40 split rear seat sits higher than the front seats for improved lines of sight for rear occupants. The bench is divided into three molded seating positions, and while the middle position is narrow, there’s decent rear legroom even for center-seat occupants since below-floor batteries allow a flat floor with decent legroom.
The Polestar 3 has a small-for-the-segment primary cargo bay providing 17.1 cubic feet behinds the rear seats, which we’re told allows carrying along about 15 grocery bags or five airline carry-ons. In contrast, the BMW iX features more than twice the Polestar’s capacity at 35.5 cubic feet with the Mercedes-Benz EQE SUV offering 20 cubic feet. Things improve when the Polestar 3’s rear seat back is folded down as this boosts total interior cargo capacity to 49.8 cubic feet. That’s still the least of the competitive set, though, with the iX boasting 77.9 cubes of maximum interior cargo space that takes the lead.
There’s also a 1.1 cu.-ft. storage area, or “frunk,” under the hood. It’s not large enough to be of much use but will hold a portable charging cord that otherwise would take up open cargo space in the rear. Among likely competitors, the Audi Q8 e-tron has a 2.1-cu.-ft. frunk while the BMW iX and Mercedes EQE SUV do without.
Polestar says the “3” can haul up to 220 pounds on its roof and dual-motor versions can tow up to 3,500 pounds. That tow rating is adequate for a small utility trailer but comes in less than the 5,500 pound rating of the BMW iX or the 4,000 pound rating of the Audi Q8. The Mercedes isn’t tow-rated in the U.S. The single-moor Polestar 3 is rated to tow up to 2,000 pounds.
Polestar uses an Android Automotive operating system for its infotainment centers. We’ve found it to be one of the most user-friendly interfaces around, especially for those who prefer to use voice commands, which are executed in everyday language after a “Hey Google” wakeup call. The built-in Google Play Store makes downloading new apps to the system easy. There’s 5G connectivity available, along with Google Maps with a 3-year constant internet connectivity plan at no charge.
Connectivity is enhanced with four USB-C ports – two for each seating row – and a 120-volt outlet in the rear cargo bay. Wireless phone and Bluetooth phone connectivity are standard as are Android Auto and Apple CarPlay compatibility. If there’s a drawback to the infotainment setup it’s that it is also control central for almost all vehicle adjustments and functions. This requires drivers who like to adjust drive modes, cabin temperature, and the like while underway to shift their eyes from road to screen far too often.
Audio is handled with a 10-speaker system. A 25-speaker Bowers & Wilkins sound system with Dolby Atmos surround sound and headrest speakers is an option. Three external speakers broadcast a warning tone at low speeds so that pedestrians, cyclists, and others can hear the otherwise silent EV as its draws near.
As a new model on a new platform, the Polestar 3 hasn’t yet been crash-tested by the National Highway Traffic Safety Administration (NHTSA) or the nonprofit Insurance Institute for Highway Safety (IIHS). It has received a 5-star safety rating in the European NCAP crash test program.
Polestar 3 is equipped with an impressive array of advanced safety and driver assistance technologies, all integrated via a centralized computer running on software developed by Volvo Cars. The driver assistance and safety systems use a variety of imaging systems to monitor external surroundings and conditions, monitor driver alertness, and even report in-car movement to help prevent accidentally leaving pets or children in a parked car.
Standard safety and driver assist features on the 2025 Polestar 3 include front collision avoidance and mitigation with braking and steering assist, pedestrian and cyclist detection, blind spot and rear cross traffic alert, rear collision mitigation, and driver alertness monitoring. Adaptive cruise control featuring full stop-and-go functionality along with lane keeping and centering with lane departure warning are also standard fare.
The Polestar 3 stands out for its unfussy good looks, user-friendly operating interface, and sporty ride, though its cargo bay isn’t as useful as some because of the rearward sloping roofline.
We certainly hope Polestar’s challenges don’t prove fatal. It has lost money every year since it was spun off from Volvo, had to delay production of the 3 for almost a year because of software issues, and hasn’t yet managed to achieve widespread name recognition in the U.S. Still, its vehicles are world-class EVs and the Polestar 3 belongs on any premium performance SUV shopper’s must-test list.
Electric vehicles reached a new record market share in 2024, so it seems the enthusiasm for electrification won’t be powering down anytime soon. Adoption of electric vans and trucks continues to grow on the commercial side, including among large cities, small towns, and businesses of all sizes. That’s what we’re seeing every day at Ford Pro, the commercial vehicles division of Ford Motor Company.
Based on conversations with real-world Ford Pro customers, we’ve gleaned three trends for 2025 on electric vehicles in business and government fleets that are worth considering.
Early adopters are entering their next phase: Many companies that were early adopters of electric vehicles in pilot programs are now expanding their fleets. That’s likely to continue in 2025, having found that electrification made good business sense for them.
Elite Home Care, a South Carolina-based senior and disability care provider, started their electrification journey with a single Ford E-Transit electric van in 2022. Today, they have 27 E-Transit vans upfitted with lifts providing over 10,000 trips per month for their patients while saving $6,500 per van each year.
Chris Russo, co-founder of Elite Home Care, shared with us what these savings have meant for his business: “E-Transits have allowed us to expand our business because we save so much money. Now we can expand our reach to more people needing care. Moving to E-Transit vans has lowered our fixed costs. It’s allowed us to do more of the things we’d like to do to give back.”
Business and government customers are increasingly learning from their connected vehicles and relying on those learnings to make informed business decisions. These insights include realizing fuel and cost savings, tracking efficiency, staying ahead of the curve on maintenance, and even knowing when to replace vehicles.
DHL Express, a global delivery and logistics company, uses Ford Pro E-Telematics to see how much gas and carbon dioxide emissions they’re saving by switching to electric vehicles.
Chris Wessel, director of U.S. Fleet for DHL Express, told us how important that data is for a sustainable company with a stated goal of 60 percent of its last-mile delivery fleet being zero-emission by 2030: “In conjunction with other tools, we’re using Ford Pro E-Telematics to look at the fuel savings of our fleet, and then we’ll tie that back to our carbon reporting, making sure that we have a holistic view of our fleet and greenhouse gases avoided.”
Data is also helping customers decide when – or if – to electrify their fleet. Ford Pro E-Switch Assist, our free online tool that uses vehicle telematics data to determine fleet suitability for electric trucks and vans, has already assessed more than 38,000 vehicles.
If you’re reading this, chances are good there’s an electric vehicle charger installed outside your office, warehouse, or other place of business. But commercial electric vehicle charging is increasingly moving beyond the vehicle depot or company parking lot and into employees’ homes and other locations – and not just in warmer locales like California or Texas, but across a wide range of climates, terrains, and geographies.
With nearly a third of fleet managers reporting company vehicles being taken home at night, that trend will likely grow throughout 2025.
Fize Électrique, an electrical contractor in Canada, has installed six Level 2 chargers at its office. But their employees who take their company electric vehicles home at the end of the workday also have chargers installed at their homes.
Alain Fiset, director of smart energy for Fize Électrique, explained why they’ve split their charging between depots and employee homes: “Having a charging station for each EV is necessary for a smooth experience. The key to success with an electric vehicle is to charge it every night on a Level 2 charger.”
Behind these trends is an important fact: having the right team behind you makes adopting electric trucks and vans easier. That’s why Ford Pro offers an end-to-end solution of vehicles, charging, software, service, and financing to help streamline the process and maximize uptime for small, medium, and large business and government fleets. Just ask BellaVista Landscaping in San Jose, California, which has used the full spectrum of Ford Pro solutions in adding 25 hybrid and electric vehicles to its fleet since 2023.
As we enter 2025, look for companies to charge ahead with electric trucks and vans, the chargers and software that power them, and the service solutions that keep them on the road.
Trevor Blum is Senior Manager, Commercial Electric Vehicles at Ford Pro
Manufactured in Tennessee on Volkswagen’s MEB modular world electric car platform, the 2021 VW ID.4 presents a new and compelling all-electric SUV that enters a segment presently dominated by Tesla, Chevrolet, and a select few others. What ID.4 brings to the battery electric SUV segment that Tesla doesn’t is price, coming in at a base cost of $39,995, some $10,000 less than Tesla’s Model Y.
For this, electric vehicle buyers get SUV hatchback utility, three-foot legroom in all seating positions, and ample luggage capacity for 5 adults. VW estimates ID.4 driving range at 250 mile on a full charge, and additionally points out that an additional 60 miles of range is attainable in just 10 minutes from a public DC quick-charge station.
Sporting a stature similar to that of Honda’s CR-V, the Volkswagen ID.4 rides on a steel-framed architecture featuring strut-like front suspension and multi-link suspension with coil-over shocks at the rear. This, combined with a long wheelbase and short overhangs, promises a smooth ride dynamic. Braking is handled by front disk and rear drum brakes.
A single permanent magnet, synchronous electric motor directs power to the rear wheels. The ID.4 produces 201 horsepower and 228 lb-ft torque that’s expected to deliver a 60 mph sprint in about 8 seconds. Electricity to power the motor is provided by an air-cooled, frame-integrated 82 KWh lithium-ion modular cell battery. An onboard 11KW charger enables three charge modes via standard 110-volt household power, 220-volt Level 2 charging, or DC fast charging. Typical charging with a home wall charger or public Level 2 charger will bring a full charge in 6 to 7 hours.
A minimalistic yet futuresque cabin with segment leading cabin volume rounds out ID.4’s architecture. Features include a driver-centric, touch sensitive steering wheel and a view-forward 5.3-inch ID information center that replaces conventional gauges. Vehicle operation is through steering wheel-mounted switches, with infotainment, climate control, device connectivity, navigation, and travel information accessed through a 10.3 inch touchscreen monitor. A 12 inch monitor is available with the model’s Statement Package.
Topping the list of features is expanded voice command and a communicative dash-integrated ID light bar. ‘Intuitive Start’ driver key fob recognition enables pre-start cabin conditioning capability. Base model upholstery is ballistic cloth with leatherette seat surfaces optional.
Volkswagen’s IQ Drive driver assist and active safety suite features travel assist, lane assist, adaptive cruise control, front and rear sensors, emergency assist, blinds spot monitoring, rear traffic watch and more. All this comes standard along with Pro Navigation, a heated steering wheel and front seats, wireless phone charging, and app connectivity for compatible devices.
The ID.4 EV is available in six colors and two trim levels, Gradient and Statement, for personalization. The optional Gradient package features a black roof, silver roof trim, silver accents, and silver roof rails along with 20-inch wheels to complete the upscale look. Looking forward, while rear-wheel drive is the choice today, Volkswagen is already talking up an all-wheel drive variant for early 2021 along with a lower-priced base model.
As the world’s largest automotive group, Volkswagen has the capacity to change the ever-expanding electric-car landscape. Looking at the style and utility of VW’s all-new ID.4, you can sense the renewed “people’s car” direction of the brand that accompanies the automaker’s commitment to electrification. VW says it’s aiming at selling 20 million electric cars based on the MEB electric car platform by model year 2029. Certainly, the potential for selling in truly significant numbers is reinforced by ID.4 pre-orders selling-out in just weeks, it’s safe to say.