WITH NEW OPTIONS, POLESTAR 2 GOES FOR GOLD
Updated design offers a choice of single or dual electric motors — plus some bling
“It's a Polestar 2,” I said to the confused onlooker at the scenic pullout. “Who makes that?” they asked. “Polestar,” I replied. “And who makes Polestar?” they asked, cocking their head sideways. “Polestar,” I replied.
People are so used to cars being teased, leaked, and pre-ordered that it's almost strange when a new car debuts and one can simply — buy it.
The Polestar 2 (never Two) debuted in February 2019. Deliveries began 13 months later, in March 2020. For 2022, the Polestar 2 splits into two models: the single motor and the dual motor.
The dual motor has been made since the beginning. Its twin electric motors combine to generate 408 horsepower, and 487 pound-feet of torque will spin it to 100 km/h in 4.4 seconds.
The milder single-motor version drives the front wheels only and delivers 231 hp and 243 lb-ft of torque. It has a longer range than its big brother, at 426 km, versus 400 km for the dual motor. Both versions use the same lithium-ion battery, which can be charged from 10 to 80 per cent in 30 minutes via fastcharging, or can be fully charged in eight hours using an 11-kw charger.
In Canada, the single motor starts at $49,900 and the dual motor starts at $56,900. Both prices are before provincial rebates.
The Polestar 2 is available with a sizable list of option packages.
The Plus Pack, which costs $5,500, includes a full-length panoramic sunroof, Harman Kardon premium audio system, and Weavetech vegan upholstery. But most importantly, the Plus Pack includes a mechanical heat pump that actively pumps warm air from around the car and battery into the cabin for heating. This increases the car's cold-weather range by 10 per cent. Because it is an option, it is not factored into the car's advertised range.
Next up is the $4,500 Pilot Pack. This one is full of driver-assistance tech, including adaptive cruise control, blind-spot monitoring, cross-traffic alert, and a 360-degree camera.
But the fun option is the $6,000 Performance Pack, and it's available only on the dual-motor Polestar 2. The big-ticket item on the list is a set of adjustable Öhlins dampers that are painted metallic gold for extra goodness. The package also includes 20-inch forged wheels (different in design from the standard cast 20-inch wheels), Continental sport tires, Brembo four-piston front brakes with cross-drilled rotors, and — most importantly — gold seatbelts. It's worth noting that while the dampers are manually adjustable, you have to crawl under the car to do so.
The interior is available in several colours, but the black versions are too cavelike for my liking, even with the glass roof.
Handy storage spaces are present in the doors and alongside what would be the transmission tunnel in a gas or diesel car. There is a lone cupholder, which is perhaps a concession to North American interests over the minimalism of the rest of the cabin.
Visible to the driver are two large digital displays. The dashboard gauges are configurable and neatly designed, and there is a large tablet-style screen in the centre of the dashboard. The screen runs the first application of Google's infotainment system. It's clean, efficient, and runs like a big phone, just as intended.
I drove the single- and dual-motor versions of the Polestar 2 on some of the scenic winding roads around Santa Fe, New Mexico and noted several differences.
The single motor will do zero to 60-m.p.h. (96 km/h) in 7.0 seconds; that's mid-pack with other modestly powered electrics. Not that I ever felt it was lacking for pace! The single-motor car carves through canyon roads with ease and comfort. Were I to buy one, the single motor is what I would choose.
I drove two versions of the dual motor — one with the performance pack and one without. I drove the “regular” dual motor up to Ski Santa Fe, at over 10,000 feet, and I drove the performance-pack car on the downhill trip. Acceleration in both was forceful and instant. The low centre of gravity allows the cars to have a forgiving ride that doesn't bounce over mid-corner bumps, while keeping roll to a minimum.
I was very glad to have the performance pack's (gold-painted) Brembo brakes for the descent of the mountain. The most fun part of ripping an electric car down a mountain is that it's basically free energy! The regenerative braking kept the battery topped up with just as many electrons as when I left the summit.