Polestar 2
Swedish brand’s first all-electric model is gunning for the Tesla Model 3. We discover if it makes the grade
THE all-new Polestar 2 electric car is a statement of intent, going up against the Tesla Model 3. It has price on its side, because it costs from £51,900 with the Performance Pack. But does the Polestar measure up elsewhere, too?
Design & engineering
UNLIKE many electric-only cars – and the Tesla here – the Polestar 2 is underpinned by a platform that also accepts combustion engines. It’s called CMA (Compact Modular Architecture) and is shared with Volvo.
The Polestar’s 78kWh lithium-ion battery is located in the floor and down the car’s spine in what would be a petrol or diesel model’s transmission tunnel. The battery sends its energy to electric motors on the front and rear axles, giving four-wheel drive and a total of 402bhp and 660Nm of torque.
Polestar also claims 292 miles from a full charge, which is a respectable figure, but as much as the brand’s clever electronic engineering gives the 2 its ability, our Performance Pack-equipped model also features some lovely mechanical engineering. This includes Ohlins Dual Flow Valve manually adjustable suspension dampers that offer 22 clicks of range to fine tune the suspension settings. Four-piston Brembo brakes and 20-inch forged alloy wheels also feature.
The Polestar 2 neatly blends this mechanical and electrical focus, because inside there’s tech to match the Tesla. Its multimedia is powered by Android (see Page 48) and it’s nicely integrated into the highquality cabin. It edges the Tesla for build and finish.
Driving
YOU can tell that the Polestar has been engineered by a group that has a legacy in the car world. The 2 steers more sweetly than the Model 3. The speed of the steering is also better suited to the chassis, and while there isn’t really any feedback, the way the car turns and the messages you get back from it feel clearer than in the Tesla.
There’s a good level of grip and the Polestar feels better balanced between its front and rear axles when it comes to their bite. It’s undoubtedly helped by the sophisticated Ohlins dampers, but while they make the Polestar a surprisingly fun and tidyhandling car given its weight, they seem like an odd choice for a family EV. That’s because the manual adjusters for the dampers aren’t easily accessible; we’re not sure owners will be crawling under their cars or jacking them up to tweak the settings.
They might want to, though, because the dampers in their standard setting mean the ride is on the firm side. But you can immediately tell the quality of the damping, because the Polestar isn’t crashy or harsh, and the body’s chunky mass is controlled resolutely.
It does mean the 2 is just a little less comfortable than the Model 3 around town and on the motorway, where these cars will likely spend a lot of time. It’s not unbearable, though – just firm.
The 2 also can’t match the Tesla’s performance, but then not many competitors can, and this level of power and torque still gives the Polestar sports car speed. The 0-60mph sprint takes 4.7 seconds, which is more than quick enough, but it’s the any-speed hit