Polestar 2 long range dual motor performance Australian first drive review

Passenger Cars
Written By EV Brief

The Polestar 2 dual-motor in Thunder. Image: EV Brief Media

Things we loveThings we dislike
Formidable performanceShallow front boot
Interior ergonomicsRear visibility is limited
Well-sirted handlingAdditional $ for safety features
Pixel LED headlightsLTE signal drops out
UI and UX best in classSome low-end interior plastics

About Polestar

What is it with new battery electric vehicles that are not what they appear to be? I’m talking about Hyundai’s IONIQ 5 - that boxy, retro EV appears to be a sporty hot hatch, but in reality it’s a family crossover with a wheelbase longer than that of a Range Rover’s. The new Polestar 2 follows in this vein; Images of the car depict a compact, sports sedan to rival Tesla’s Model 3. The reality is a liftback (more on that later) that thinks it’s a crossover, sporting a ground clearance of 15.1cm, or 14.6cm with the optional performance package.

During my time with the Polestar 2, I received a lot of questions from passers-by, ranging from “What car is that?” to “Is that a BMW?” to “what’s a Pulsar?” (sic). Launching this new brand in Australia is therefore either a scary prospect or an exciting opportunity for Polestar’s marketing and PR department.

Founded by Volvo cars and Chinese auto behemoth Geely holding in 2017, Polestar enjoys the technological, R&D and design backing of Volvo and the deep pockets of Geely. The brand’s first car, the Polestar 1, was a limited-production luxury coupe with a hybrid drivetrain which borrowed heavily from Volvo’s design book (and its parts bin). The Polestar 2 is the brand’s first attempt at a volume battery electric vehicle and is based on the Compact Modular Architecture (CMA) which underpins the Volvo XC40 range, C40 Recharge, various Lynk & Co models and the Xingrui and Xingyue from Geely.

If you want to find out more about Polestar in Australia, I caught up with the brand’s managing director, Samantha Johnson on the EV Brief Podcast.

The Polestar 2 Dual Motor in Midnight. Image: Polestar

Polestar's commitment to sustainability and the environment

Although Polestar has been heavily reliant on Geely and Volvo for the development of Polestar 1 and 2, the company has built its brand on sustainability, transparency, and environmental responsibility. For one, they have a moonshot target of building a climate-neutral car by 2030, commitments to using renewables, recycling water and offsetting emissions created during production. Furthermore, transparency in their supply chain is crucial, and Polestar publishes an annual sustainability report which the company says they will share with other automakers to help transition the industry to clean, accountable and responsible manufacturing.

The Polestar 2 Model Range in Australia

Polestar is leading its Australian market introduction with a competitive pricing strategy, albeit one that offers plenty of optional extras. Starting from $63,900, the Polestar 2 single motor undercuts Tesla’s Model 3 (formerly Model 3 Standard Range Plus) which costs $65,500 at the time of writing. A long-range variant is available from $68,400, and the top-specification dual motor all-wheel drive variant kicks off from $73,400. This means that both single motor variants qualify for various electric vehicle rebates, stamp duty exemptions and registration exemptions in Australian states such as New South Wales, the Australian Capital Territory and Tasmania, potentially saving buyers up to $6,000 off the purchase price.

What do you get as standard in the Polestar 2?

All Polestar 2 variants feature 19-inch alloy wheels with Michelin Primacy 4 tyres (at the time of writing) in Australia. This performance pack dual motor model features the optional 20-inch wheels with 245/40 R20 Continental Sport Contact 6 tyres. There’s a good bit of safety assistance as standard, including Collision Avoidance and Mitigation with braking and steering support, Forward Collision Warning, Post-Impact Braking and Eight airbags. Disappointingly for a car with Volvo heritage, a number of important active safety features are only available in a $3,400 Pilot Lite pack. Cross Traffic Alert, Blind Sport Information System, Adaptive Cruise Control, Emergency Stop Assist and a 360 degree camera are not standard.

The gorgeous 20-inch wheels with Brembo brakes will set you back $8,000 as part of the performance package. Image: Polestar

An electric tailgate with soft close is standard, as is keyless entry, a rear view camera and front and rear parking assist. LED headlights with Active High Beam, Full-LED tail lights, frameless side mirrors, an auto-dimming interior mirror and six metre Type 2 charging cable are also included.

On the inside, Google is built in, through the Android Automotive operating system, and the vehicles come with 3 years of Google service connectivity and an integrated e-SIM. (Our test vehicle’s data connection kept dropping out; very annoying when relying on data for navigation. We’ve since learned this is quite common, but Bjorn Nyland shows us a fix here)

An embossed, leather-free textile upholstery covers the seats, with a 3D etched trim adorning the dashboard and doors. There’s 2-zone climate control, with parking climate options and heated front seats. Those seats are semi-electric and offer memory on the driver’s side.

I’d argue the Polestar 2 is good value irrespective of whether you choose the “vanilla” car or add various options packages, however for a brand that is and will continue to be so closely associated with safety, it’s certainly disappointing to see features like rear cross-traffic alert, blind spot warning system and adaptive cruise control not included in the base vehicle price.

How good does the Polestar 2 look? Yes. Image: EV Brief Media

Exterior Design

Let me just say I love the look. Would I prefer it sat lower like a true sports sedan? Certainly, but this elevated ride height is likely the result of the battery modules stuffed under the Polestar 2’s floor, and the limitations of the CMA architecture. When I collected the car, I was stopped in my tracks upon first sight of the Polestar 2. Sure, there’s still a heavy nod to its Volvo heritage in the “Thor’s Hammer” LED daytime running lights, and the three-box look of 90s Volvos (not a bad thing), but this thing has presence and purpose.

You can debate the superfluous addition of a front grille (EVs don’t need a front opening for cooling like combustion-engined vehicles), but Polestar states that it hides critical sensors and components, and it certainly gives the car a muscular appearance.

The Thunder (grey) colour of this dual-motor test car certainly helps too; ever-changing depending on the light source, it offers a classy Euro-techno vibe and is reminiscent of Audi’s cool Nardo Grey. Paired with gloss black everywhere save on the optional 20-inch performance package alloys, the exterior of the Polestar is purposeful and restrained, and exudes a minimalist form-follows-function aesthetic.

The side profile of the Polestar 2 provides a very high door sill line, and a small glass area reminiscent of a streamlined motorcycle helmet visor. It culminates in a high rear decklid with large taillight graphics, and a now de rigeur full-width rear lightbar featuring 288 LEDs and a start-up graphic reminiscent of Night Rider’s Kitt (Look it up millennials) A rear liftback design provides easy loading of large items and a capacity of 405 litres. While the aperture is certainly wider than the boot of Tesla’s Model 3, The Polestar 2 can’t match Tesla’s appetite for luggage. An international-size carry-on suitcase fits comfortably under the rear floor of the Tesla; not so in the Polestar 2. A frunk* is on offer, and at 100 litres, is more usable that the front compartment of Hyundai’s IONIQ 5. Again, the Polestar loses out to the Tesla Model 3, which offers 117 litres of storage, and can comfortably fit a large soft bag or small hard carry-on suitcase.

What's the Polestar 2 like on the inside?

Detractors of minimalist interior design will be pleased with the approach taken by Polestar. It’s certainly very tech-y, but retains a familiarity to “conventional” vehicles that will please those who view Tesla’s bare bones cabin approach with a degree of scepticism. The Polestar 2 offers a very driver-focused cabin — as expected in a car which claims to have performance in its DNA — and its large central display is complemented by a digital instrument cluster pod; something that should please those with a penchant for a more tradition

The big news item inside is the inclusion of Google’s Android Automotive operating system. Polestar has worked with Google to build an in car software suite that not only drives the infotainment system, but seamlessly connects all aspects of the battery and charging management system. TL:DR; It’s the best EV cockpit we’ve seen (and used).

Squishy plastics and fabric inserts make for a pleasingly tactile environment. Image: Polestar

Gone are the days of manufacturers spending billions to develop custom in-car software that is made redundant by smartphone mirroring apps. Drivers have the option to sign into Google, and receive a higher level of personalisation, but a Google account is not a prerequisite to access the system.

Over-the-air (OTA) updates are spruiked by many manufacturers, but it’s more talk than walk. Polestar is running with the concept, and fast, with Australian owners already receiving a number of updates this year alone, boosting range, efficiency, fixing bugs, and adding extra features like a performance monitor, and Apple Carplay.

Google Maps provides clear navigational instructions on the instrument cluster. Image: Polestar

While Google maps is not perfect, the in-car integration here is the best in the business. Displaying mapping on the large (fingerprint prone) portrait screen, The mapping software knows what the car’s battery is doing, and cleverly integrates an estimated arrival state of charge percentage. Using Google’s comprehensive mapping software, this figure takes into account driver behaviour, speed, as well as route topography.

The Polestar 2 sports a user interface with a bold, clean design; functions are easy to find and activate. Image: Polestar

The menu structure strikes a beautiful balance between providing granular detail and control over basic vehicle functions for EV nerds like myself, but it is equally accessible for someone trading up from a ten year old Volvo.

Interior quality is exceptional; like most manufacturers, Polestar slips in a few hard plastics below passengers’ line of sight, around the door bins and lower centre console. Cabin materials are tactile and interesting; recycled materials are de rigueur for any vehicle with a green focus these days, and Polestar includes recycled PET plastics in the vehicle’s carpets, seats and door trims.

Functional, modern, yet familiar inside - the Polestar 2 will suit buyers coming from Euro premium brands. Image: Polestar

There’s a high level of quality and refinement in all cabin touchpoints and switchgear, from the solid steering column stalks with an ever-so-gentle aural indicator signal that I liken to raindrops on a tent, to the lovely open-pore wood options and seat materials in a variety of colours. While there is an animal-free seating option in the form of Polestar’s WeaveTech material, the company persists with a Nappa leather option too.

Disappointingly the only control touchpoint that feels a bit cheap is the drive controller. It’s small and elegant but is made of hard plastic—a small detail perhaps, but one that annoys upon engagement.

One of the most frequent questions I answer is how spacious is the Polestar 2 on the inside, compared to Tesla’s Model 3? Well, in a word. snug. Let me explain. There’s certainly plenty of space for 4 passengers, and I had no problems with a baby seat in the rear, however, Tesla’s exceptional packaging and Polestar’s design decisions may leave some potential customers somewhat underwhelmed when they sit their bums inside.

There’s a centre tunnel in the rear, limiting occupant foot space. It houses additional battery modules. Image: EV Brief Media

Part of this feeling is due to the high sill line and high centre console; these design traits immediately make passengers feel like space is limited. The Polestar 2 also has a higher floor and leftover transmission tunnel from its Volvo-derived CMA platform, whereas the Model 3 features a low, flat floor for rear passengers.

The Polestar offers 405 litres of rear boot space against Tesla’s 649 litres. Hardly class-leading, but the lift-back design of the Polestar 2 still provides a very functional rear cargo area. There’s a handy cargo divider from the Volvo parts bin, and additional storage underfloor. While Tesla offers a cavernous rear underfloor area suitable for a carry-on suitcase, The Polestar 2 can fit at best a medium size soft bag. It also offers a much smaller front boot or frunk than the Tesla.

There’s a disappointingly small front boot in the Polestar 2. Image: Polestar

Personally, I love this interior, and its wrap-around feel. The steering wheel and central control display are close to the touch, the console high, and the driver’s seat low. It really does feel like a cockpit in here, and it’s the antithesis of something like Hyundai’s IONIQ 5.

Battery and Drivetrain

Australia receives three variants of the Polestar 2 initially with two battery sizes. The Standard Range variant receives a 69 kWh battery pack mated to a single, front-mounted motor with the Long Range single motor adding 9 kWh of cells for a total of 78 kWh. The range-topping performance variant uses the same 78 kWh battery pack to power both a front and rear-mounted motor.

The latter dual-motor AWD model shares power and torque figures of 300 kW/660 Nm with the XC40 Recharge, and sprints to 100 km/h in 4.7 seconds. The other two variants of the Polestar 2 offer 165 kW/170 kW and 330 Nm of torque and share the same 7.4 second 0-100 km/h time. Not record-shattering by any means, but the torque is instant, and it’s more than enough shove off the line for daily driving.

Having recently rented a Polestar 2 from Hertz, I put together this overview video for those new to the Swedish brand.

Charging and Range

No, the Polestar 2 range doesn't offer an 800V electrical architecture with 220+ kW charging like the IONIQ 5, but with a max charging power of 150 kW and a DC charge time from 10-80% of 30 minutes, it's pretty fast. Besides, this is one of the few vehicles on the market (alongside Teslas and the Porsche Taycan range) that actually preconditions the battery for charging when the driver selects a DC charging station in the built-in Google Maps app. Very useful when the ambient temperature is low.

In real-world testing on a highway trip, I found the Polestar 2 charged from 10-70% in around 18 minutes. I had barely ordered food and had a bathroom break before there was more than enough charge to return home. I saw a peak charging rate of 130 kW from around a 20% state of charge, but only very briefly. Both the dual motor and long range variants settled around 85-95 kW when rapid charging during our tests.

DC Fast Charging the Polestar 2 on Evie Networks. Peak charge power is 150kW. Image: EV Brief Media

Speaking of home, AC charging peaks at 11 kW when using a 32 amp wallbox, or around 2.6 kW when charging through a household 230V socket.

In terms of range, my most important metric is the ability to get from Sydney-Canberra, Australia — 300km of highway driving — on one charge, with a bit of juice to spare. With a WLTP combined rating of 450 km, the Polestar 2 dual-motor AWD falls short of the Tesla Model 3 Performance which offers around 540km range. In outright efficiency, the Polestar can't match the Model 3's energy consumption, sucking up 19 kWh/100km vs 16.5 kWh/100km for the Tesla.

I found during my time with the car that it was sitting around 20.5 kWh/100km, across a mix of urban and rural driving. Highway driving sees this figure drop to 22-24 kWh/100km. Put this down to the larger rubber on 20” wheels, and the increased wind resistance at speed.

Advanced Safety in the Polestar 2

Let's talk about the tech on Polestar's top-of-the-range performance variant, both software and hardware. As one would expect from a brand derived from Volvo, there's a full complement of active and passive safety systems; with a catch. Disappointingly, Polestar's blindspot warning system, 360 degree camera and intelligent emergency braking are optional on all models; customers have to fork out for the $3,600 Pilot Lite package for these. I've chastised Kia for a similar move with the Niro EV and EV6, and also believe Polestar deserves flak for this decision.

Other than that, the Polestar 2 receives a 5-star ANCAP rating, with 92 percent score for adult occupants, 87 percent for child occupants and 80 percent for pedestrian protection. Dual frontal, side curtain and side chest-protecting airbags are standard. A centre airbag which provides added protection to front seat occupants in side impact crashes is also standard on all variants. There’s structural protection of the battery modules, and an auto-disconnect system for the high voltage system in the event of an crash.

A grey coloured Polestar 2 electric vehicle is driving down a dirt road in a pine forest

The Polestar 2 inspires confidence on (and off) the road. Image: EV Brief Media

How does the Polestar 2 Drive?

In my time with the car, I got a sense that this is an immensely capable EV. A driver's first experience upon entering the Polestar 2 is the raised centre console and cockpit-like feel. It's certainly much more compact than Tesla's Model 3 or the E-GMP-based Hyundai/Kia duo, but I personally like its driver focus, and that all driver controls are on a higher plane. Engaging drive and pulling away (there's no start button), you find yourself in control of a very smooth vehicle; the Polestar 2 is exceptionally easy to manoeuvre at low speeds, despite the massive power and torque on tap.

As speed and familiarity with the car build, the Polestar 2 dual-motor responds instantly to a sharp prod of the right pedal and encourages you to push hard. There are no driving modes; again, subtlety and simplicity are the name of the game here. Polestar has calibrated the vehicle software to retard acceleration response at low speeds and in response to low driver inputs and to sharpen response with quicker driver inputs. It's intuitive, and it's almost as if the Polestar 2 knows just when you want to drop the hammer, and extract maximum acceleration.

Steering feel is excellent without being overly communicative - not quite as sharp as a BMW 3 series, but with more involvement than a Model 3. Polestar allows drivers to select either light or firm steering, which only affects the weight of turning the wheel, and not the number of turns required.

With a multilink rear setup and Macpherson struts up the front, this is a competent vehicle on the road. Trick Ohlins adjustable dampers — offering 22 settings from hard to soft — are fitted to this test car. A Polestar spokesperson admitted that most customers will probably never adjust the dampers after finding a setting that suits their regular driving, but it's a cool party trick is it not?

This performance variant is equipped with massively capable 4-piston Brembo brakes front and rear, painted in a delightful shade of gold. Four piston calipers at the front bite into the 375mm dual cast discs, and haul the Polestar 2 Performance up effortlessly.

Pedal feel is progressive and confident without being overly responsive. With the reliance on regenerative braking in BEVs these days, there won't be too many occasions where one needs to mash the left pedal.

The performance is as you would expect, that is way too much for most driving situations. The 605Nm of torque hits instantly, launching the AWD dual-motor variant to 100 km/h in 4.7 seconds. Polestar has however appeared to have adjusted the software to prevent literal neck-snapping acceleration from a standing start; the car actually feels even faster when accelerating from a rolling start above 40 km/h. On Australian roads it is unrelenting, and we'll never get to realise the true potential of this vehicle; On unrestricted roads, the Polestar 2 hits its V-max of 225 km/h in 4.7 seconds, or 4.5 with an optional $1,000 software performance upgrade.

The Polestar 2 is a drivers’ EV in our opinion. Image: Polestar

Polestar 2 Running Costs in Australia

One clear benefit that comes from EV ownership is a dramatic reduction in the total lifetime vehicle cost, when compared to a petrol or diesel vehicle. Servicing and maintenance costs are significantly reduced, as there are fewer parts that wear out, and fewer parts overall. When maintenance is required, Polestar 2 owners can take peace of mind in the included five year scheduled servicing that comes with every vehicle.

Servicing in Australia will consist of a mixture of Volvo centres and eventually standalone Polestar service “Spaces”, as Polestar likes to call its premises. Intervals are 24 months or 30,000kms, and servicing is complementary for five years - excellent peace of mind.

Five years of roadside assistance are also included, and there’s a five year overall vehicle warranty. A separate eight year/160,000 kilometre battery warranty is standard for additional reassurance, along with a twelve year corrosion warranty.

All this means the first five years of Polestar ownership will be an incredibly cheap proposition (assuming you can afford the car initially). You’ll be up for a set of tyres, some wiper blades, maybe 1 set of brake pads, and of course your electrons.

Is there anything about the Polestar 2 to dislike?

Before we reach the conclusion, what are my biggest gripes with this car? As touched on above, software issues were present in all variants tested, over the course of eight months. These included the central display freezing on occasion, bugs with the smartphone app preventing the use of the “phone as key” function, and telling me the car was located somewhere it wasn’t (a little heart starter there), and most annoyingly, the LTE/cell dropouts. This happened multiple times in all variants of Polestar 2s I’ve tested, dating back to October 2021, and is totally unacceptable. When there’s no cell signal, Google maps goes offline, and you aren’t able to navigate to charging stations or access your phone or connected apps. There is a reset that I found works — press and hold the home button until the central screen switches off, then press and press/hold the front demister button for 20+ seconds to fully reset the car’s Telematics and Connectivity Antenna Module (TCAM). But the point is, customers shouldn’t have to be doing this. I’ll finish this rant by saying Polestar is aware of the above issues, and has promised it is working on them.

Polestar’s signature taillight design is striking. Image: Polestar

Conclusion

Is the Polestar 2 a better battery electric vehicle than Tesla's Model 3?

No, but that's not the point. Let me explain.

The Polestar 2 isn't as aerodynamic as the Tesla Model 3, nor is it more frugal when it comes to energy consumption. It's not as fast in any guise compared to the Tesla, and its packaging leaves a little to be desired next to Elon's baby.

But this is a car that represents more than the sum of its parts. The Polestar 2 is a mainstream Euro (built in China) compact sedan that makes a compelling case for the typical premium vehicle buyer to go electric. Before BMW's i4, and any future Audi A4 or Mercedes-Benz C-class battery-powered equivalent, the Swedes have shown the world (and indeed parent company Geely) that they can take Volvo's CMA platform, stuff it with clever technology, and create a fun, design-driven electric vehicle with an intuitive UI and just the right amount of premium-ness.

Many have feared that the move away from combustion engines will see the homogenisation of personal transport; any individualism in design and driving personality will evaporate, as we all pootle around in the automotive equivalent of whitegoods.

Polestar has given us a glimpse into the brand's future; personality in spades, environmental responsibility and an involving driving experience. Where do I sign?

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