Polestar 2 (2023 - ) Electric review

In a very short space of time Polestar has established itself as a premium player more than capable of comparisons to the best of what Jaguar, Audi, Mercedes, BMW and other rivals can offer. All the while its fiercely individualistic spirit marks it out as something a bit different, appealing to independent thinkers, tech lovers and early adopters alike. If not cheap the Polestar 2 is competitive and, like any electric vehicle, running costs are going to be very reasonable if you have a driveway or off-street parking where you can install a home charging point. The various tax incentives for EVs will also make it extremely attractive to company drivers, who could save hundreds every month compared in Benefit In Kind against an equivalently fast and prestigious internal combustion car.

Polestar is a new brand so it’s too early to judge how reliable its cars are. But Volvo, from where most of the bits come, scores much better than the premium German brands on the respected JD Power Vehicle Dependability Study so that helps build confidence in the 2. As an electric vehicle there’s also a lot less to go wrong, mechanically at least. The price includes vehicle servicing, connected services (including free, ‘over the air’ software updates), roadside assistance and a warranty, all of which are valid for three years.

Another benefit of the shared Volvo parentage is the Swedish brand’s traditional fixation with safety technology, of which the Polestar 2 has lots. This takes physical form in terms of a strong body, clever crash structures and the kind of robust construction Volvos have always been known for. You also get eight airbags as standard, including ‘inner seat’ ones for occupants in the front – a world first according to Polestar. There’s also a vast range of driver assistance systems to keep you out of trouble in the first place. These include adaptive cruise control, radar to scan the road ahead for hazards and warn you (or intervene) if you don’t react, blind spot monitoring with steering interventions and a host of other tech. In this updated version a blanking plate replaces the grille and contains the so-called ‘SmartZone’ of cameras and sensors for upgraded safety systems, which now include standard blind-spot warnings/interventions and cross traffic alert with automated braking.

Whereas Audi and Mercedes have taken a more conventional approach with electrified versions of regular SUVs the Polestar 2 puts style first and form definitely takes precedence over function, following the Jaguar I-Pace’s lead in creating a car that’s as good looking as it is innovative. It’s still a decently practical size and shape, with a big boot and comfortable accommodation for four. There is a central seat on the rear bench but it’s not especially comfortable and a prominent tunnel between the seats means your feet have to straddle the car’s structure, intruding on the legroom of the passengers either side of you. The sloping roofline and slim windows look good but also restrict visibility for the driver, and make the rear feel a little claustrophobic. Aside from battery and motor options are two main versions of the Polestar 2 to choose from, the base model featuring 19-inch wheels while the optional Performance Pack adds bigger 20-inch wheels and fancy suspension from boutique Swedish brand Öhlins. This is the version we drove and, for a heavy SUV, it has a commendable sense of agility. The suspension on this model is clearly set up for sportiness and can feel a little jittery at lower speeds, the pay-off being a sharpness at the wheel keen drivers will appreciate. There are 22 stages of mechanical adjustment available at each corner if you really want to fiddle, though Polestar recommends you leave this to the dealership and request one of the three recommended set-ups according to your needs. We’ve still not driven the standard version but, if that all sounds a bit too serious, we’d expect the smaller wheels and regular suspension should make it a little plusher.

In keeping with its clean-sheet approach, Polestar has fully committed to total integration with Google tech and is the first car in the world built around the Android Automotive Operating System, controlled via a giant, ‘floating’ screen in the centre of the dash. Its portrait format and the near total absence of buttons is reminiscent of Tesla’s approach and a bold idea, given you need to fully embrace the tech if you’re to get along with it. Indeed, Polestar is keen to advocate users establish a digital relationship with their car via their Google account, phone and even their smart speakers in the home. The latter helps the car’s voice control learn your accent, among other things. Whether you find this exciting or all a bit dystopian will come down to your attitude towards tech in general. The system is compatible with Apple devices too, though you’ll clearly be at an advantage if you’re an Android user already. Wireless phone charging is now standard.

This is where you really feel the changes to the updated Polestar 2. You still get the option of Standard or Long Range batteries but with the single motor now driving the rear wheels, rather than the front ones as before. There’s also a Long Range Dual Motor, with the bigger battery option and all-wheel drive. Range is improved on all, with the best-case option now over 400 miles by Polestar’s official figures. For single-motor cars the new and more powerful rear-wheel drive configuration knocks over a second off the 0-62mph time and there's more power on both the standard and long-range battery versions. The dual-motor car is also upgraded, with more rear-balanced power delivery for improved handling and the ability to automatically disengage the front motor when not needed. This helps towards an improvement in the range to nearly 370 miles, as well as a more rewarding driving experience at the wheel. For those craving more there remains the option to increase the standard dual motor output of 421 horsepower to the Performance Pack’s 476 horsepower, either at point of purchase or down the line as a cost option to download as an over the air (OTA) upgrade. At the same time Polestar’s refined manufacturing processes and the new technology have significantly reduced the overall CO2 impact of building the car, meaning buyers can enjoy all this extra performance with a clean (or, at least, cleaner) conscience. Once under way like all EVs the performance is both eerily silent and massively potent, the instant response of the electric motors as thrilling as it is surprising. The ride is slightly too harsh, however, thumping over broken surfaces. There’s much you can configure on the car as well, including the amount of regeneration when you come off the throttle. In its most extreme setting it feels like slamming on the brakes, which takes some getting used to but, once you adapt, opens up ‘one pedal driving’ where you simply coast to a halt in the knowledge you’re charging the battery as you do so.