2024 Polestar 2 review

The Polestar 2’s ‘mid-life’ upgrade comes a mere 20 months since its late 2021 launch – and it probably shouldn’t be a surprise given the speed that personal electronic devices such as phones and tablets are supplanted.

While it might look the same externally, it’s much more than a new trim fabric and external colour palette upgrade. Polestar enthusiasts will notice the redesigned front grille and new diamond-cut 20-inch alloys on the higher grades.

Significant changes underneath the skin enable the Polestar 2 to travel up to 22 per cent further, reduce energy consumption by nine per cent, and charge up to 35 per cent faster. Polestar says a more holistic approach to manufacturing has led to a reduction in its CO2 footprint.

Single motor variants have been reconfigured from FWD to RWD (try that engineering trick with an ICE-powered vehicle) and have a new-design electric motor with power and torque dialled up to 220kW and 490Nm (Long Range) – an increase of 50kW and 160Nm.

Dual motor variants have had the drive bias changed to be primarily RWD, with the front motor taking on a secondary role. Under certain driving scenarios it disengages completely and re-engages seamlessly when more power is required.

The revised Polestar 2 features upgraded lithium-ion batteries. Standard Range versions use a 24-module 69kWh version, while Long Range get an 82kWh 27-module (up 4kWh over the previous generation) and Polestar claims the more efficient design reduces charging times.

Prices have increased, with entry via the 532km Standard Range Single Motor now $67,400 (up $3500), and the 654km Long Range costing $71,400 (up $3000).

The 591km Long Range Dual Motor jumps to $76,400 and the 568km Performance Pack version sits at the top for $85,400.

Three different option packs are available, including the safety-focused pilot pack ($3500), tech/spec-focused plus pack ($6000), and the performance pack (Long Range AWD only, $9000).

There are a couple of standalone options including Nappa leather ($6000), retractable towbar ($2850) and alloy wheels ($1400).

The revised range has a reasonable level of standard kit, including an 11.15-inch infotainment screen with Google Assistant and dual-zone climate control, although buyers will really want the plus pack which adds 13-speaker Harman Kardon audio, electric seats, powered tailgate with foot operation, and a digital key.

The Polestar 2 carries a five-star ANCAP safety rating, plus it has a five-year general warranty and eight years/160,000km for the battery, with the added reassurance the battery will be replaced at no cost if it falls below 70 per cent of its original capacity.

Inside, a more traditional high-set centre console provides a separate driver’s cockpit setting and houses the multi-function display screen that’s intuitive and easy to navigate.

Seat comfort is excellent, with the second-row outer positions a little more restricted in foot space (and there’s still a transmission tunnel hump in a carry-over from the platform being originally designed for ICE-powered Volvos), while the overall cabin feel is cosy rather than expansive.

The Polestar’s sporty DNA is evident and the Long Range Single Motor we drove feels cohesive and confident over country roads.

Swapping the drive from FWD to RWD in theory should free up the steering and allow it to focus on just that.

The reality is that at normal highway speeds it feels much like the previous FWD – no bad thing.

Pros: Driving dynamics; interior packaging
Cons: Price hikes and costly options make it less affordable