Polestar 2 - Polestar - small electric SUVs

Polestar 2 – Polestar – Prices shown are suggested retail prices for the countries indicated and do not include indirect incentives. Pricing and included options may vary by region and no indirect promotions are included. Dates shown are order dates. Click on a country for more information.

An indication of real-world range in some cases. Cold weather: -10°C and ‘worst case’ based on heat usage. Mild weather: “best case” based on 23°C and no air conditioning. For “Highway” numbers, a constant speed of 110 km/h is assumed. Actual range will depend on speed, driving style, weather and route conditions.

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Polestar 2 – Polestar

In some cases, an indication of real energy use. Cold weather: -10°C and ‘worst case’ based on heat usage. Mild weather: “best case” based on 23°C and no air conditioning. For “Highway” numbers, a constant speed of 110 km/h is assumed. Energy consumption will depend on speed, driving style, climate and road conditions.

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* = approximate value. Average power consumption and range based on moderate driving style and climate. Real life values may vary significantly. Price information may not be realistic for some regions. No rights can be derived from the information on this site.

Charging is possible using a regular wall plug or a charging station. Public charging is always done through charging stations. How fast an EV can charge depends on the charging station (EVSE) used and the EV’s maximum charging capacity. The table below shows all possible options for filling the Polestar 2 Long Range Performance. Each option indicates how quickly the battery can be charged from empty to full.

Charging electricity in Europe varies by country. Some European countries mainly use 1-phase connections to the grid, while other countries almost exclusively use 3-phase connections. The table below shows all possible ways the Polestar 2 Long Range Performance can be charged, but some charging modes may not be widely available in some countries.

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Dock and charge: Enables automatic initiation of a charging session at supported CCS charging stations in accordance with ISO 15118.

Actual charging rates may differ from the information shown due to factors such as outside temperature, battery condition and driving style. The Polestar 2 was launched here in 2021, with deliveries beginning in early 2022. Then (and now) you had a choice of two-wheel drive (2WD) and all-wheel drive (AWD) versions.

Initially, it had a WLTP range of between 470 and 540 km, depending on the selected driver and performance options. I also had the AWD version of the extended drive back then…unfortunately I never wrote a report until I came down with covid. (By the time I got back to the table, so much work had been done that the poor Polestar was off the list).

To make a long story short, the take-home message from this drive was that while the Polystar 2 was an impressive car to drive, the range was surprisingly short for a battery of this size (also falling short of WLTP numbers).

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Anyway – fast-forward to late 2023 and Polestar launched an updated 2-series with a more efficient drivetrain and moved the driven wheels to the rear for 2WD.

I recently spent a week with this improved version – I can say that I was very surprised by the improvements, especially with the improved range. (The latter is also covered in Tim Eden’s recent report for The Driven).

Externally, little has changed – although the first thing that strikes you is the removal of the black “egg box” style nose that looks for all the world like an ICE grille.

In its place is a simple, color-coordinated fascia that not only makes it look like an EV, but also makes it easier to keep the original’s square indents. Other than that, the only change to the exterior is some newly designed road-tyre options.

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Internally, visually, nothing has changed. Large center console and portrait 28 cm touchscreen, dash, seats, interior lighting, etc. “Move along people, there’s nothing to see,” said South Park officer Barbrady.

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As I noted in the EV model data sheets I kept via the AEVA website, while the WLTP is a fairly good approximation for city driving, the US EPA test cycle produces better numbers for highway use.

The US EPA number for 2WD long range for the Polestar 2 is 515 km. Not 655 km (perhaps achievable in city traffic), but still a long way with a load – and significantly better than the previous version, which struggled with the name AWD to cover more than 400 km on the highway.

An interesting feature – as mentioned in Tim’s article – Polystar’s range estimator gave me an estimate of 540km on a 100% charge, rather than the WLTP number.

Like Tim, I was relatively pessimistic given the kW/100km figures I was getting. Based on these numbers, it looks like the 2 could achieve WLTP numbers in suburban driving. (Example: I got 12.2kW/100km on about 50km of commuter and highway driving without heat or air conditioning).

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By the way, the data collected for my test drive (shown on the left side of the trip screen) was for driving with either heating or air conditioning. Springtime Melbourne weather almost always meant a need for one of those!

My first impression was why anyone would want to spend money on the AWD version. With 220kW and a 0 – 100km time of 6.2 seconds, it’s plenty quick off the line and I had no reason to feel the need to use full throttle.

Yes, the ride is on the firmer side, but it was a bit softer than I remembered from my experience with the previous AWD version. The seat is also on the firm side, but very supportive, and I didn’t feel any jolts or discomfort getting out again after a long ride – but that takes a few days to get used to.

As mentioned above, the ride is firm, so some may find it a little “stiff” at first. By the way, that firm ride and lack of body roll comes into its own on tight, twisty roads, making it a good candidate for a “weekend drive” car. (Long weekend, not ruined again 😉

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I found a few niggles along the way. Adjusting the ventilation system via the touch screen was very difficult for me and involved a number of different menus to access, meaning that if any changes were attempted it took more time to look down the road.

I had to wait until a traffic light or another stop if I needed to switch from the vent option or heat to AC. Call me old fashioned, but for ease of use some things need to be left out like simple switches and bells.

(Refreshing the car over the air at the beginning of the week and then returning everything to defaults at the end didn’t help – I had a hard time finding where the main ventilation menu disappeared to. Ever since!) .

On the topic of OTA updates – remember, don’t schedule it for when you need to use the car, like a computer. The car stopped for 1.5 hours to download and update.

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I hasten to add that these niggles aren’t particularly EVs: cars in general are becoming more portable touchscreen computers these days.

Another minor disappointment was the center console – it’s huge, and while it doesn’t do anything real to justify its size, I occasionally bumped into it with my elbow or foot. (It was good to lock the left knee on the windy roads

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