Polestar 2 Review & Prices

The Polestar 2 is what you get when you combine lots of batteries with sleek Swedish design and Chinese engineering. It’s like a high-end stereo from an obscure brand in that sense — all smooth, unfussy lines and excellent performance but you might have to explain to your mates what you’ve bought.

Updated in 2023, the Polestar 2 actually turned from being a front-wheel drive car to rear-wheel drive, at least in its basic single-motor form. That update also brought in bigger, more efficient batteries which gave the 2 a much better real-world one-charge range.

At the same time, the styling was lightly touched-up, with a smooth, blanked-off ‘grille’ replacing the previous egg-box effort, new headlights, and some new wheels. It’s a handsome thing, the Polestar 2 — slightly boxy, but sleek and with a dramatic wraparound light bar at the rear.

Although it has a slightly raised ride height, and a hatchback boot opening, it’s very much a saloon in its overall style, and so it goes up against the likes of the Tesla Model 3, the BYD Seal, the Hyundai Ioniq 6, and the Volkswagen ID7.

Polestar 2: electric range, battery and charging data

Range: 322-406 miles
Efficiency: 3.6-4.2 miles per kWh
Battery size: 67kWh / 79kWh
Max charge speed: 135kW / 205kW
Charge time AC: 7hrs, 0-100% at 11kW / 8hrs, 0-100% at 11kW
Charge time DC: 34 mins, 10-80% at 135kW / 28 mins, 10-80% at 205kW
Charge port location: Left rear
Power outputs: 268hp / 295hp / 416hp / 469hp

Good looking, then, but the Polestar 2 does suffer a bit from not being as up-to-date in its cabin as its stablemates, the Polestar 3 and Polestar 4. Yes, you get the expected big touchscreen — 11.2 inches in case you were wondering — and fairly slick on-screen software, but the cabin feels noticeably narrow compared to the likes of the Tesla or the VW.

Overall, the Polestar 2’s build quality is excellent, but you will find some cheap-o plastics if you go looking. Space in the front, aside from tight elbow room if you have an, ahem, full-sized passenger, is good and the seats are excellent, but there’s not a lot of storage space for odds and ends.

Space in the back seats is also pretty tight, and there’s not a lot of headroom for taller rear seat passengers. It’s closer to the hemmed-in ‘four-door-coupe’ feel of the BMW i4 than the roomier Tesla or the massive VW.

Equally, the Polestar 2’s boot — 405 litres —is also much tighter than that of the enormous ID7, although the Swedish-designed car does make up a bit for that by having a 41 litre ‘froot’ or ‘frunk’ storage area in the nose which is a handy place to stash your charging cables.

Where the Polestar 2 really comes together is when you actually get out and drive it. The switch to rear-wheel drive for the single-motor models seemed to unlock another level of driving enjoyment, and while it’s still not as sharp overall as, say, a petrol-powered BMW 3 Series, the Polestar is agile, engaging, and fun. The single-motor versions are pretty brisk, but the two-motor, all-wheel drive models are properly bonkers fast — as is the EV way — and feel almost like mini Porsche Taycans.

Ranges vary from 344 miles for the smallest 70kWh battery version, up to 408 miles for the 82kWh battery single-motor version. Dual-motor versions, with either 421hp or 476hp depending on whether you’ve ticked the box for the Performance Pack or not, will run for between 350 and 370 miles on a charge, at least officially speaking.

In real world conditions, even fairly chilly ones, we managed a solid 330 miles on one charge in a long-range single-motor Polestar 2, so that should be enough for anyone. You can charge at up to 205kW on DC fast-charging power, so you shouldn’t need to stop for more than 30 minutes on a long run.

Around town, the Polestar 2 is easy-going to drive, with one-pedal driving thanks to strong regenerative braking, although rear visibility isn’t great. The ride comfort over bumps is very firm though, so go for the smallest possible 19-inch alloy wheel option where possible. Even then the Polestar 2 thumps into potholes with less grace than it ought to have. Motorway driving is better, although there’s surprisingly a good bit of wind and tyre noise.

As a family car with a definite sporty edge, the Polestar 2 is an excellent option to consider, and you can check out the latest Polestar 2 deals here on Carwow. We’ve got Polestar 2 lease deals too, or you can browse used Polestar 2s available through our trusted network of dealers. Other used Polestars are available if the 2 isn’t quite big enough for your needs, and you can sell your current car through Carwow when the time comes.

The Polestar 2 is either too expensive or a bit of a bargain, depending on which direction you look. Compared to a Tesla Model 3, it’s around £4,000 pricier at the basic level, but the Polestar does offer a bit more range at that price, and better overall quality too.

The Polestar is much more affordable than a BMW i4 — by almost £10,000 in its cheapest form — and has much better real-world range too. A Hyundai Ioniq 6 beats the Polestar for real-world range, and is much roomier inside, and is about the same price as the long-range version of the Polestar. A Volkswagen ID.7 is considerably pricier than the Polestar, but offers much more range in its basic form, and way more space in the boot and the cabin. 

Being a more performance-oriented family car the Polestar 2 is excellent to drive, but it feels a bit too firm where it ought to be comfortable

In town

The Polestar 2 is very configurable with plenty of driver settings; the main ones you’ll end up fiddling with are the steering weight and brake regeneration. Putting the car in its lightest steering setting and most aggressive regenerative modes makes the Polestar 2 excellent on urban roads; for minimal effort one pedal driving with easy manoeuvrability from the steering.

You can also choose whether the car continues to creep forward or not when you’re at slower speeds depending on your preference. An 11.5m turning circle across all versions of the Polestar 2 means that you can make tighter turns in car parks or narrow streets than in most cars of this size.

The visibility out of the rear window is a little poor, so it’s a good thing Polestar includes 360-degree cameras as standard across the line-up to help with that. The frameless side mirrors also look excellent while providing a good view behind you.

The hit-or-miss point to the Polestar 2 is its comfort around town. Although it certainly isn’t uncomfortable, the suspension is on the firmer side and although shallower bumps are rounded off nicely, you may find sharp dips and potholes can send a loud shudder through the cabin which shows up more at slower speeds.

On the motorway

Out on the open road you’ll find the Polestar 2 to be a capable long-distance vehicle. The 2023 update brought with it adaptive cruise control as standard, and the once-optional Pilot Pack is also now standard, and includes a lane-keeping aid and blind-spot monitoring.

Getting up to speed in the Single Motor versions is easy, with the instant torque giving plenty of kick, but it’s the Dual-Motor versions that have real pin-you-in-your-seat levels of acceleration.

There’s some tyre roar from the 19-inch wheels (20-inch alloys are an option) as well as some wind flutter from the wing mirrors at cruising speeds, but it won’t drive you bonkers.

Changing the drive settings so the car will coast helps with motorway efficiency too, as although there aren’t different drive modes per se, disabling brake regeneration will make the most of your momentum and reduce battery usage. It’s a bit fiddly to have to go through each driving mode option and change it, though — a one-touch system for pre-set ‘Eco’ and ‘Sport’ modes would be much handier.

On a twisty road

By altering the steering weight to ‘Performance’ and putting the regenerative braking in the middle setting, the electric-powered 2 weirdly feels like a combustion engined sports car.

With some slight regeneration in lieu of engine braking you’re able to lift off the accelerator, feel some resistance and then steer through the corner without unsettling the car. It’s quite surreal (and nerdy) but it really works.

With the weighty steering setup the Polestar feels agile, and you don’t feel like you’re leaning over in faster corners. The Polestar 2 is certainly one of the better EVs to drive, especially in the mental dual-motor Performance version, though it’s still not as fun as its petrol-powered alternatives such as the BMW 3 Series.

Tall people may find the rear seats a bit of a squeeze, but the Polestar 2 is otherwise very practical

There’s plenty of adjustment in the front seats and steering column to find a comfortable driving position, while – even with the now-standard panoramic sunroof in place – you have plenty of headroom. Having the sunroof as standard also helps make the cabin feel brighter, especially with a dark interior choice.

You get two cupholders in the rather narrow centre console – one’s hidden under the armrest – while you also get a wireless charging pad as standard under the large portrait touchscreen. The door bins are large enough for a bottle and other odds and sods, and as they’re felt lined things won’t rattle about. The glovebox is a decent size, and you can even fit a child seat to the front passenger seat thanks to standard-fit ISOFIX points in addition to the two in the back.

Space in the back seats

Compared to some other EVs, the Polestar 2’s rear bench isn’t the most spacious for adults. If you’ve got a tall individual sitting up front, rear legroom is severely limited; people over six feet tall will be squeezed for headroom too – especially with the optional sunroof bulking up the headliner.

The rear bench itself is comfortable though, with especially good thigh support. The door bins are of a good size here as well, while you get two sets of ISOFIX points on the outer seats. The covers snap off, so make sure you don’t lose them, but the doors open wide enough for easy fitting of bulky child seats.

Boot space

The Polestar 2 has a 407-litre boot which is pretty square, while you get some nets and hooks as well. You also get a 41-litre space under the bonnet to store the charge cables.

Compared to its alternatives, the Polestar 2 is a little down on rear space. The Tesla Model 3 offers 425 litres, while the BMW i4 has 470 litres. Hyundai’s Ioniq 6 has 401 litres, so is a touch down on the Polestar 2, but it’s barely noticeable. The massive VW ID.7 has 532 litres, and more if you go for the optional estate model. Where the Polestar claws back space is under the bonnet, where the ‘froot’ (front-boot) can hold up to 41 litres, whereas the likes of BMW and VW don’t offer a storage space in the nose at all.

The rear seats fold down very easily and provide a usefully flat space with 1,054 litres up to the backs of the front seats. Weirdly though, if you want to through-load some skis for example, you need to open the hatch from the boot and not the rear seats.

The Google-based infotainment setup is simple to use, but the lack of physical buttons does make some things tricky to use when driving

The different materials and textures make for an interesting cabin. With the upgraded interior finish in a light shade of Nappa leather and ash wood it’s especially posh, but the quality of the finish is consistent on the other trim options – all of which come with a mostly black finish.

The simple Scandinavian styling is very easy on the eye, with the monolith-like portrait touchscreen being the literal centrepiece. It does have a rather thick bezel around the edge which looks a bit dated, but the system itself is a breeze to use.

Running a Google-based system, the 11.2-inch unit gets maps and a full app store as you would on an Android phone and in most cases, you won’t need to connect your smartphone because it’s so easy to use. The graphics can be a little dark, but Apple CarPlay and Android Auto are available as standard-fit alternatives.

The quality of materials throughout is excellent, with all the major touch-points being of a high quality. You will find some scratchy plastics low down, but the cheap surfaces themselves are few and far between. Nice touches include the skeletal gear selector and the Polestar compass logo projected onto the front of the glass roof at night.

There are limited accessory options to add to your 2. But you can choose to fit roof bars, rubber floor mats, a boot floor cover and an electronically deployable tow bar – with which you can tow up to 1,500kg on all versions.

The standard-fit ‘Plus pack’ means you get a Harmon Kardon sound system, fully electric seats, tinted glass, an uprated air quality system, a full-length panoramic roof and bag hooks on the adjustable boot floor, as well as recycled materials for the seat trim.

You get four motor and battery options, with a combination of single- or dual-motors and two battery packs available from the 2023 update.

The line-up kicks off with the Standard Range version that has a 70kWh battery pack and rear-mounted motor that develops 272hp and 490Nm of torque. This combination allows for up to 344 miles on a full charge and can charge at up to 180kW – meaning a 10-80% top-up at full speed takes around 26 minutes.

For the rest of the range, you get a 82kWh battery which can charge at up to 205kW on a DC charge point. That means a 10-80% charge takes 28 minutes. All versions can only charge at up to 11kW on an AC current, with a full charge taking seven hours for the smaller battery and eight hours for the larger pack, although that will be more like nine hours on a home charger for the small pack, and 11 hours for the bigger battery.

The Long Range model gets an uprated version of the rear motor with 299hp and 490Nm of torque. This offers the best range of 408 miles, and when we tested it (with some vigorous driving thrown in) we easily achieved over 300 miles on a full charge.

The Long Range Dual-Motor has 421hp, 740Nm and 370 miles of range, but it’s the Performance Pack for the Long Range Dual-Motor that really stands out. It ups the power output to 476hp with the same 740Nm of torque, but range is reduced slightly to 352 miles. With that though, you get the quickest 0-60mph time of 4.0 seconds.

You’ll pay £10 on your first year of Vehicle Excise Duty in a Polestar 2, increasing to £195 per year from the second year onwards, although all Polestar 2 models will also have to pay the extra £425 in VED motor tax for years two-to-six, because they all cost more than £40,000. However, company car drivers will be pleased to know you’ll be in the lowest Benefit in Kind tax band regardless of model and monthly BIK costs start from as little as £23 if you’re a 20% tax payer.

The Polestar 2 was awarded a maximum five-star rating by Euro NCAP in 2021. Across all areas of the testing, the 2 scored 80% and upwards, showing an excellent level of safety.

As standard, all versions come with collision avoidance and mitigation with pedestrian and cyclist detection, forward collision warning, lane keep assist, driver alert assist and adaptive cruise control. You also get blind spot assist and cross traffic alert for further peace of mind.

You get all-round airbags, three sets of ISOFIX points and an immobiliser on all models of the 2.

The Polestar 2 has had three recalls in the UK. The tin plating on part of the battery pack could cause a short circuit and high voltage connectors to the battery could disconnect while driving to stall the motors. A front suspension joint could come loose too, as well as a rear-facing camera failure, and a potential loss of braking performance in one-pedal mode, but all of the issues should have been resolved by visiting a Volvo dealership.

Polestar is too niche a brand to have featured on the most recent Driver Power reliability survey, but the mechanically-similar Volvo XC40 finished only in 37th place in the Driver Power Top 50 Cars To Own list, which isn’t great news (although some of the poor reliability rating in that case might be down to petrol and diesel-powered XC40s).

Each new Polestar 2 comes with three years or 30,000 miles worth of scheduled maintenance for free, whichever comes first, while all get three years/60,000 miles of warranty. You can extend that warranty out to six years for an extra cost.

The battery packs get an eight-year/100,000-mile warranty, and if the battery health drops below 70% in those first eight years, Polestar will replace it for free.