Polestar 2 Review

The Polestar 2 has always occupied an interesting spot in the EV market. It is close enough in size and price to the Tesla Model 3 to be cross-shopped directly, but it comes at the brief from a very different angle. Where the Tesla majors on efficiency, software and straight-line pace, the Polestar leans harder on design, quality and a more conventional premium-car feel.

That still works in its favour. The Polestar 2 looks distinctive without being shouty, and inside it feels expensive in a way some rivals still struggle to match. The materials are smart, the layout has real character and the Volvo connection is obvious in the solidity of the whole thing.

The 2023 facelift was more significant than it first appeared. Rear-wheel drive replaced front-wheel drive on single-motor versions, power outputs changed across the line-up and official range figures improved noticeably. That mattered, because the Polestar 2 had reached the point where newer rivals were beginning to look fresher and more efficient.

Even now, the Polestar 2 is not a default choice. The BMW i4 is more overtly premium, the Tesla Model 3 still makes a stronger case on charging infrastructure and outright efficiency, and the Hyundai Ioniq 6 is impressively slippery and long-legged. But the Polestar’s appeal is that it still feels like one of the most complete and likeable cars in this class.

For most buyers, the best Polestar 2 is the Long range Single motor. It gives you the line-up’s best balance of performance, efficiency and usability without tipping into the much pricier dual-motor territory.

The Standard range Single motor is still a credible option if price matters most. It is not especially slow, it still has more than enough range for lots of drivers and it keeps the Polestar 2 just about within reach of some better-specced mainstream EVs. But the Long range Single motor is the one that really unlocks what the Polestar 2 can do, because the official range rises to 409 miles and the power increase makes it feel even more effortless.

The Long range Dual motor is the more performance-led choice and is very quick, while the Performance pack version adds more visual drama and even greater pace. The problem is that neither really feels essential unless you actively want the extra power.

There is only one core trim structure, with much of the variation coming through optional packs. For most buyers, the Plus pack is the one worth having because it adds the premium touches that suit the car’s character particularly well.

In simple terms, Standard range is the budget entry point, Long range Single motor is the sweet spot and Dual motor is the fast one.

The Polestar 2 currently starts at £45,210 for the Standard range Single motor. The Long range Single motor is £49,210, the Long range Dual motor is £53,210 and the Long range Dual motor with Performance pack starts at £58,210.

That means the Polestar 2 sits right in the thick of the premium EV market. It is not a bargain choice, but it is also not priced like a niche indulgence. In this part of the market, buyers are paying for range, technology, image and perceived quality as much as outright practicality.

Used values make the Polestar 2 look even more tempting. Earlier examples now represent a lot of car for the money, especially if you are happy to trade the very latest battery and motor upgrades for a much lower purchase price.

The Tesla Model 3 remains the most obvious rival because it is still the electric executive benchmark for many buyers. It offers stronger charging infrastructure, excellent efficiency and a more spacious-feeling rear cabin, but the Polestar counters with richer cabin quality and a more distinctive sense of design.

The BMW i4 is another key alternative if you want a more overtly premium badge and a stronger sense of traditional rear-drive driver appeal. It feels more expensive than the Polestar 2, though, and the options list can quickly get out of hand.

The Hyundai Ioniq 6 is the rational long-range alternative. It feels a little less special inside, but it is extremely efficient, comfortable and easy to recommend if range matters most.

Beyond those three, the BYD Seal is a serious value-led rival, while the Volkswagen ID.7 is worth a look if you want more cabin space and a more comfort-first brief. The Polestar 2 makes most sense if you want a premium EV that feels stylish, solid and a little different from the norm.

The Polestar 2 is practical enough for everyday family life, but it is not the roomiest car in the class. Up front there is plenty of space, the seats are supportive and the driving position feels low and cocooning in a way that suits the car’s more driver-focused character.

Rear-seat space is decent rather than outstanding. There is enough legroom for adults, but the sloping roofline means taller passengers will notice the headroom limit sooner than they might in a Tesla Model 3 or Volkswagen ID.7. The central rear tunnel also makes the middle seat less comfortable than it should be.

Boot space stands at 407 litres including underfloor storage, which is respectable rather than exceptional. It is more useful than some saloon-shaped EVs because of the hatchback opening, and that does make a difference in day-to-day use. Fold the rear seats and capacity rises to 1,097 litres including the underfloor area.

There is also a small front storage compartment under the bonnet. It is not especially generous, but it is useful for stashing charging cables and stopping them from cluttering up the main boot.

The Polestar 2 measures 4,606mm long, 1,985mm wide & 1,479mm high. That places it right in the heart of the premium electric family-car class.

In practical terms, it feels substantial on the road without becoming difficult to place, though the thick pillars and tight rear visibility make parking aids particularly useful. That is why the available 360-degree camera is worth having.

The Polestar 2’s infotainment is based around an 11.2-inch central touchscreen and a separate 12.3-inch driver display. The big story here is Android Automotive with Google built in, which remains one of the more convincing native operating systems in any car.

Google Maps, Google Assistant and Play Store app support all help the Polestar feel current, and voice control is especially good. That matters because, like many EVs in this class, the Polestar leans heavily on the touchscreen for key functions.

The good news is that the separate driver display means you are not constantly looking sideways for basic information as you are in some rivals. The less good news is that some icons and menus still feel a little too fiddly on the move.

Apple CarPlay is now part of the story, but older cars did not have it from the outset, which is worth remembering if you are shopping used.

The Polestar 2’s materials and finish remain among the best in class. There is a calm Scandinavian feel to the design, and the cabin does a very good job of feeling premium without resorting to gimmicks.

Standard upholstery and trim already feel smart, while the Plus pack lifts things further with a panoramic glass roof, richer interior detailing and upgrades that make the whole car feel more special. The optional Nappa leather is there for buyers who want a more traditional premium finish, but even the standard car feels expensive enough.

The current Polestar 2 line-up starts with the Standard range Single motor, which uses a 70kWh battery and a 200kW motor for 272hp. It gets from 0-60mph in 6.2 seconds and offers up to 344 miles of WLTP range.

Above that sits the Long range Single motor. It combines an 82kWh battery with a 220kW motor producing 299hp, cuts the 0-60mph time to 5.9 seconds and stretches official range to as much as 409 miles.

The Long range Dual motor adds all-wheel drive, 421hp and a 4.3-second 0-60mph time, while range drops to 370 miles. Add the Performance pack and output rises to 476hp, 0-60mph falls to 4.0 seconds and range drops again to up to 352 miles.

For most buyers, the Long range Single motor is the version to focus on. It gives the Polestar 2 the range and pace to feel genuinely complete.

The Polestar 2’s road manners are one of its strongest assets. It feels secure, planted and intuitive in a way that some EVs still do not quite manage. The steering is not full of feedback, but it is accurate and nicely weighted, which helps the car feel more natural than many over-assisted rivals.

There is still no escaping the car’s weight, but the Polestar 2 carries it well. It feels stable and confidence-inspiring, and there is a pleasing sense of connection between the steering, body control and chassis that makes it enjoyable on a flowing road.

Ride comfort is generally good in standard cars, though the optional Performance pack makes the car less convincing in everyday UK use. The bigger wheels bring more tyre noise, and the manually adjustable dampers feel like a novelty rather than a real ownership benefit. For most buyers, the regular chassis is the better choice.

Refinement is strong, too. There is no synthetic EV nonsense, the motor is quiet and overall sound insulation is good. There is some wind noise from the upright nose at speed, but the Polestar 2 still feels calm and grown-up on longer journeys.

The Polestar 2 has a full five-star Euro NCAP rating, and its standard safety story is strong. Lane-assistance systems, driver monitoring, collision warning and mitigation tech, a reversing camera and a broad spread of airbags are all part of the package.

The Pilot pack adds extra assistance features such as Pilot Assist, Blind Spot Information System, Cross Traffic Alert and the 360-degree camera. In practical terms, the Polestar 2 feels like the sort of car buyers would expect from a brand with close Volvo ties.

The charging picture depends on battery size. The Standard range version supports rapid DC charging at up to 180kW and long-range versions at up to 205kW. In practical terms, that leaves the Polestar 2 competitive enough for longer trips even if it is not among the absolute fastest to charge.

For most owners, overnight home charging will remain the easiest and cheapest way to live with it. The standard-range battery is the quicker one to replenish at home, while the longer-range versions naturally take a little longer.

Polestar provides a three-year or 60,000-mile vehicle warranty, an eight-year battery warranty and a 12-year corrosion warranty. That is not class-leading on the basic vehicle warranty, but it is backed up by solid battery cover and a broadly premium ownership proposition.

Service intervals are relatively infrequent by normal-car standards. The Polestar 2 generally does not need servicing for up to two years or 18,750 miles.

Insurance groups start at 34 for the Standard range Single motor, rise to 40 or 41 for the Long range Single motor and reach 44 or 45 for the dual-motor versions. That means the Polestar 2 is not especially cheap to insure, but it also looks broadly in line with what you would expect for a premium EV with this level of performance.

The Polestar 2 now costs £200 a year in VED after year one. The Expensive Car Supplement only applies to electric cars with a list price of more than £50,000. That means the Standard range Single motor and Long range Single motor sit below the threshold, while the Long range Dual motor and Performance pack versions sit above it. If it applies, you pay an extra £440 a year for five years from the second year of registration on top of the standard £200 annual VED rate.