Polestar 2 long-range dual-motor: long-term test review

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Polestar’s second model fulfills its role well as both a family car and a comfortable commuting vehicle. ONE BMW i4 could have been sharper, but both already felt like a very complete package.

• Mileage: 10.192
• Effective: 3.8 miles/kWh

The pandemic may have forced many automakers to do business very differently, but for others it’s always been part of the plan. And that’s why I don’t collect Polestar 2 fleet, but it was delivered, on the back of a truck, directly to my front door. Ideas don’t have to go to one of these PolestarThe three shops are very appealing, especially since the nearest one, in London, is two hours away on a clear day.

And so, at the right time, ‘my’ Polestar 2 Long Range Dual black Void engine was received by one of the automaker’s representatives, Andre, who was more than happy to talk to me about the car’s many features.

It all gave me great peace of mind, but I soon found the Google Cars-based infotainment to be very intuitive, featuring a handle position to open the frost (required for cable storage) and, after a leg shake demonstration from Andre, learned how to operate the starter hands-free.

Sometimes it takes a while to stick with a new car; not so here. I admit to being quite enamored of the word go. I like the elegant, mostly discreet styling, except for the backlit, KITT-like graphic of the Knight Rider’s Knight Rider – which I wouldn’t feel rushed for – and the yellow Brembo brake calipers, which come as part of the £5,000 Performance Package. The Polestar badge has always been color-coded, so the company is taking a light-hearted approach to branding, even if the door sticker looks a bit like a ‘vehicle of development’ to my eyes.

I also love the interior. The dash and its outline at least feel as desirable as a BMW car or Mercedesand definitely more traditional than Tesla. If there’s criticism, it’s the somewhat awkward contrast between the comfortable beige leather seats (an expensive £4,000 option) and the gold seat belts, which are also part of the Performance Package.

Still, the Polestar’s infotainment is excellent. The 11.15 inch touch screen is fast and responsive, very easy to use. The home screen allows you to quickly access navigation, audio, phone and apps within predictable range, even if the physical ‘home screen’ button still makes things a little easier.

It all boils down to the great integration of Google Maps, which shows how much a car will pay at your destination, as well as how much you’ll have to pay back home. This level of information is exactly what is needed to accelerate EV adoption: make it easy and sales will follow.

The charging technology itself is just as good, if not outstanding. It will accept up to 150kW which is enough to allow a 10 to 80% recharge in 32 minutes. Charge from 0-100% takes 12 hours from a 7.2kW home wall box. With a battery capacity of 78kWh (75kWh usable), Polestar claims a range of 298 miles, although in cold weather I managed to get around 240 miles, for an economy figure of 3.8mi/ kWh.

The 2 has a sledgehammer speed. A full house Model 3 may be faster than the Polestar’s 4.7-second 0-62mph time, but that’s more than enough. The steering is precise and, in the sportiest setting, also has a pleasant weight. That theme continues with the suspension and brakes – both of which are upgraded as part of the Performance Package. The Öhlins suspension can be adjusted manually, but not electronically. It’s currently on medium settings and could perhaps be a little more for my taste.

The Brembo brakes are large enough to use 20-inch alloys. They provide fearsome bites, but need a firm and firm press of the pedal to get the best out of them. Not that they are used much when angry, because the most aggressive brake regeneration makes driving with one pedal always possible.

*Insurance quote from AA (0800 107 0680) for a 42 year old in Banbury, Oxon, for three points.