Polestar 2 review

Driving position

Coming from a Tesla Model 3 – this car’s key rival – the first thing we noticed was how much more seat adjustability the Polestar 2 has.

You’re able to sit lower in the 2, and when combined with the wraparound cockpit design and centre console, you really have the feeling of being cocooned rather than sitting on top of loads of batteries like in other EVs.

Like other Polestar models, and indeed its newer Volvo cousins, the Polestar 2 has frameless interior and exterior mirrors. Besides looking great, swathes of glass give you a good view of where you came from.

The A-pillars are pretty narrow, too, which helps at junctions, but the C-pillars do impede a bit. That’s not helped by the four cameras that make up the 360-degree parking camera – they aren’t stitched together too well, so you’ll really need to pay attention when making tricky manoeuvres.

Tech and features

Tesla is often credited with leading the way when it comes to in-car tech, and while this is generally true, the Polestar 2 is right up there as well.

The central touchscreen is built on Google software, much like an Android phone, so it’s all very smooth and functional. Over-the-air updates are also delivered fairly frequently to iron out glitches and introduce the odd new feature like enhanced Apple CarPlay.

The 11.1-inch portrait touchscreen does look a little basic next to other cars, and the thick bezels give it a slightly dated feel, but if you can look past this, it’s actually a very powerful system.

All cars also get a 12.3-inch digital driver’s display, which ties in with this central screen to display mapping information.

The complementary app is good and has a similar user interface to the infotainment system. You can operate key controls like locking and unlocking, setting the climate, and adjusting the charging times and limits.

Electric motors and power

There’s no bad choice of Polestar 2 because performance is strong across the range. You can basically pick from fast, or faster.

There are two Single motor variants with either 272hp or 299hp, good for 60mph in 6.2 seconds or 5.9 seconds, respectively. They also come with different batteries, so you can pick the right model for therange you need (more on that below).

Both are rear-wheel-drive, which is good news for driving enthusiasts because you can put more of the power down more easily – front-wheel drive EVs tend to struggle with the instant torque and scramble for traction.

If you want an all-wheel-drive model, consider the Dual motor car. You can have 421hp for 0-60mph in 4.3 seconds, or 476hp with the optional Performance pack, which reduces the timed sprint to 4.0 seconds.

Power delivery is smooth and composed – you can put your foot down and gain some serious pace without being violently pushed into the back of your seats.

Handling and ride comfort

Like many EVs, the Polestar 2 is pretty heavy (most configurations are over two tonnes) because it has a big battery. So, if you’re coming from a petrol-powered saloon, you might notice this car’s suspension is a little stiffer than what you’re used to – that’s to handle those additional kilos.

It’s a good type of firm, though – you can point and shoot in corners without fear of the car feeling floaty, but it still absorbs lumps and bumps around town pretty well.

Boot space

Behind the rear seats is a 366-litre boot, which is pretty small by saloon standards, but the tale doesn’t end there.

Under the boot floor is a decent 41-litre space, and because it has a hatchback-style boot opening rather than a narrow saloon-style opening, all of the space is very usable.

It’s a similar amount of space to the Hyundai IONIQ 6 but considerably less than the Tesla Model 3. However, both of those have narrower saloon-style boot lids that make loading bulky items tricky.

For the best of both worlds, consider the BMW i4, with its 470 litres of space and hatchback-style boot lid.

We really like the Polestar 2’s 41-litre frunk, which is good for storing charging cables, tyre inflators and other essential road kit. It’s about average in the world of frunks, and is on par with the IONIQ 6, but again, the Model 3 offers more space.

Rear seats

Like any other similarly sized saloon, the Polestar 2 should best be considered as a four-seater.

The two outer rear seats are comfortable and well-sculpted, but fitting three adults in the back might be a challenge. Not only is the space a bit narrow but there’s also a considerable hump in the floor.

Still, you have that fifth seat if you need it.

Headroom is good even with the panoramic sunroof in place – the Polestar 2 has a strong, upright posture that gives the cabin a pretty open feel.

Storage solutions

There’s plenty of in-car storage, including the usual door bins and centre console compartment, but what we really liked were the small pockets on the exterior of the centre console. They’re ideal for dropping your keys into before setting off.

If you prefer to have your armrest slid forward, the centre console does cover the cupholder. It’s a shame you can’t have both.

Towing

The Polestar 2 is rated to tow up to 1,500kg, which means you can tow a pretty big trailer or even a small caravan, but you’ll need to option the electrically deployable towbar or buy a used one with it already fitted.

Safety

Polestar initially launched as a performance spinoff for Volvo models, before becoming a brand of its own. Luckily, it still retains that Swedish reputation for safety, adding to the Polestar 2’s appeal.

Standard safety kit includes blind-spot assist, lane-keep assist and a collision avoidance system with pedestrian detection.

Look out for cars with the optional Pilot Assist pack, which includes additional self-driving systems like auto-steering. You’ll still need to hold the steering wheel, but it takes a bit of the thinking out of motorway driving.

When the car was tested in 2021, Euro NCAP awarded it with a full five-star safety rating.

Range and charging

Long range models have an 82kWh battery pack, giving the most efficient Polestar 2 a claimed range of over 400 miles.

Opt for the entry-level Standard range car, and you’ll get a 69kWh battery and a reduced (but still very usable) range of over 300 miles.

Electric vehicle efficiency varies according to numerous factors, including outside temperature, vehicle speed and how much luggage you’re carrying. We found the Polestar 2 slightly less efficient than a Tesla Model 3, but the difference was very small.

Reliability

Polestar might be a new brand, but the ‘2’ has been on sale for many years, and it has had time to prove itself. Plus, it’s backed by Volvo, which is never a bad thing.

It generally appears near the top of its class in reliability reports and consumer satisfaction surveys, ahead of Tesla, which was known in its early days for slightly shoddy build quality.

All Polestars come with a three-year/60,000-mile warranty, but the battery has a separate eight-year cover/100,000-mile cover.

Insurance groups

For the most part, a Polestar 2 will be in the early- to mid-40s in terms of insurance groups. That might sound high, but it’s in line with its rivals.