The first Polestar 2 I tested was the Performance. It was in Aalborg, standing at the entrance of Kunsten, the museum designed by Alvar Aalto to resonate with Nordic design and NordiskBil didn’t exist. Fast forward two years later, in Copenhagen, I revisit the vehicle, this time my favorite: the Polestar 2 Long Range, now with 300 HP and the new CATL 82 kWH battery.
A car that has undergone slight aesthetic refinements and significant technical changes with a new battery, software update, and enhanced range. I’ll tell my experience during this unusual Danish spring, filled with sunshine and 20-degree weather, and explain why this electric car holds considerable merit.
Polestar 2: our tops and flops
It’s not merely a matter of design, although it’s undoubtedly subjective, but from my perspective, it’s well-executed. Clean, understated, elegant yet sporty, and distinct from the excesses of many other electric cars. While it may not boast the Performance model’s dedicated suspension and dual electric motors, I assure you that the 300 horsepower of this single motor Long Range version, paired with 490 N/m of torque, still impresses in terms of performance. It’s truly worth sacrificing a motor for greater efficiency, given its rather good range. Moreover, the rear-wheel drive, a sporting touch introduced by Polestar with the restyling, coupled with its good fuel economy and build quality, along with excellent infotainment and Volvo’s assistance network, makes it a worthy recommendation for those seeking a high-performing and efficient electric car with excellent materials and a sense of robustness and security.
What we like:
- Best in class consumption of 14 kWh/100 km;
- Stability and safety;
- Infotainment;
What we don’t like
- Why adaptive cruise control is still an optional?
- During maneuvers, it makes some strange noises;
- Not so practical interiors
Prices in Scandinavia
- Standard Range Single Motor from 390.100 DKK;
- Long Range Single Motor from 415.100 DKK;
- Long Range Dual motor from 440.100 DKK;
- Long Range Dual Motor with Performance Pack from 519.618 DKK
Our version includes Jupiter colour (10.000 DKK), Pilot Pack (10.000 DKK) and Plus Pack (20.000 DKK), with a total price of 503.618 DKK. There are some options of Private Leasing from 3.995 DKK/month which make this car very interesting.
- Standard Range Single motor from 559.000 SEK;
- Long Range Single Motor from 609.000 SEK;
- Long Range Dual Motor from 674.00 SEK;
- Long Range Dual Motor Performance Pack from 674.000 SEK;
Our version has a total price of 704.000 SEK.
- Long Range SIngle Motor from 473.587 NOK;
- Long Range Dual Motor from 519.872 NOK;
- Long Range Dual Motor Performance Pack from 587.733 NOK;
Our version has a total price of 589.872 NOK. All prices indicated are without special and temporary campaigns.
Rear-Wheel Drive and Ample Range
The focus of this restyling is technical, which is why I believe it’s essential to first discuss how this Polestar 2 Long Range behaves on the road. This car exudes confidence and, particularly, stability. Built on the CMA platform, shared with Volvo’s XC40/EX40 and EC40, it has been extensively revised to better support electric technology, I would say it has been transformed.
Firstly, the rear-wheel drive configuration is a positive change. Not only does it appeal to enthusiasts for a sportier driving experience, but it also enhances the car’s stability, aided by its lower stance compared to its counterparts. As a result, veering off the road is nearly impossible, and one can only slightly fishtail by disabling the ESC, which remains available for sportier driving enthusiasts.
Beyond just the change in drive configuration, compared to the initial Single Motor Long Range variant, the performance has significantly improved, now boasting 300 horsepower and 490 N/m of torque, with 0-100 acceleration now clocking in at 6.2 seconds instead of the previous 7.4. These enhancements are palpable, especially in what we might term the “Sport” mode. Furthermore, the motors themselves are entirely new, still utilizing permanent magnets but now with silicon carbide inverters.
The suspension isn’t as rigid as the Performance model, and there are no Brembo brakes. Overall, it’s softer, which is appreciated for long drives, but combined with the slightly firm seats, it maintains a less plush and more spirited demeanor. The steering is fantastic, thick and grippy, contributing to the car’s enjoyment and overall pleasantness.
However, there are some less appealing aspects, such as occasional odd noises during maneuvering, or the fact that changing driving modes or selecting the level of regenerative braking always requires interaction with the central 11” display.
The advantage, though, is that compared to other infotainment systems, the menus here are few, and tapping the car symbol is all it takes, but I still believe physical buttons are more practical, especially for a car so focused on safety. Regarding regenerative braking: it can be adjusted or removed altogether, or set to One Pedal Drive mode. There are also three driving modes: Standard, Light, which reduces performance for efficiency, and Sport, which livens up the driving experience.
The ADAS functions seamlessly, unobtrusively, including the speed limit alert. They emit distinct sounds, suggesting minimal annoyance. Nevertheless, all Driver Awareness features are standard, including Blind Spot Assist, Cross Traffic Alert with braking support, Rear Collision Warning and Mitigation, as well as the surround-view camera, which could have better resolution but adequately depicts the surrounding environment. The Pilot Pack is optional.
Autonomy is my favorite aspect. The Polestar 2 Long Range with a single motor now boasts an 82 kWh battery, yet weight hasn’t significantly increased, benefiting both performance and efficiency. It claims 655 km of range, which is quite accurate in urban settings, where the car seems to retain charge even when using One Pedal Drive in the lightest mode.
On mixed terrain, it excels: up to 100 or 110 km/h, which coincidentally is also the motorway speed limit in the Copenhagen area, consumption doesn’t exceed 14 kWh per 100 km, translating to between 560 and 580 km of real-world range. Thanks to Denmark’s motorway limits, I didn’t have the chance to test it at 130 km/h, but I anticipate good real-world range given the low consumption.
Charging has also improved. Previously a sore point, on this version, DC power now peaks at 205 kW, with charging times between 20 and 30 minutes to reach 80%. What haven’t I mentioned? The Harman/Kardon system (optional), which reproduces music quite well.
Design and Interior
As mentioned, the design is virtually unchanged. The only difference is the front grille, now closed and body-colored, akin to the Polestar 3.
Inside, the quality remains consistent, with wood inserts and good fabric quality, often recycled. There’s also the 11” touch display with Android Automotive, now with many additional applications alongside integrated Google services, which are always a plus.
Waze is available, as are multimedia apps like YouTube, Prime Video, Netflix, and others to use when the car is stationary, for example, during charging. Overall, however, while there’s evident design consideration, there are some impractical solutions.
For instance, there are two cupholders, but one is under the armrest, so if both are in use, the armrest becomes unusable. Moreover, if you move the central armrest forward, neither cupholder can be used.
Wireless smartphone charging is standard, but there are few storage compartments overall. The seating is comfortable, but the sedan shape means rear space is slightly compromised, especially for taller individuals.
