If you’re in the market for an EV that isn’t a crossover, your options are limited. If you’re looking to not support Elon Musk and Tesla, your options are even more limited. If you’re looking for something that ain’t an SUV, isn’t a Tesla and you’re not made of money to afford the very good but very opulent Lucid Air or Porsche Taycan well, you're in a tough spot. You have a few options: the Hyundai Ioniq 6, the Fiat 500e, and this, the Polestar 2.
Despite facing an uphill battle with huge, beautiful tariffs on millions and millions of Chinese-made EVs and pending legislation banning the sale of any car with too many parts or software sourced from China, Polestar soldiers on, thanks in part to its European base and software team. It’s soldiering on so much so that Polestar added more models to its lineup and went through some more personnel changes to right the ship and sell more cars. Polestar sees itself as a new alternative to the thousands of shell-shocked Tesla expats. Its best-selling model, the Polestar 2, was facelifted for the last model year, and then its equipment was simplified for 2025— could this be perfect timing to pick up the slack from Tesla buyers?
There’s a lot to like about the Polestar 2, but a few gripes about the car that could be dealbreakers, especially for someone used to the Tesla Model 3. Polestar gave me a single motor version (RIP) to toy around with for a week and figure out if the car was worth our time.
Spoiler alert: It was.
Polestar 2
Gallery: 2024 Polestar 2
Driving The Polestar 2
The Polestar 2 has been on sale since the 2021 model year. Designed in Sweden and built in China, the liftback sedan is one of the few EV sedans on offer.
For 2024, Polestar did a mild update. Exterior-wise, there’s not much changed from the old car; the faux-Volvo grille was filled in with a panel called the SmartZone that shares more brand continuity with the rest of Polestar’s lineup. Otherwise, the improvements are under the skin.
With the visual updates comes a new battery and motor setup. The Polestar 2 is very similar to the Volvo EX40 and EC40 (once called XC40 recharge and C40 respectively), and they’ve all shifted to being rear motor, rear-wheel-drive in their single motor forms. The motor is fed by a new 82 kWh battery. That shift to RWD isn’t meant to appease the drifting dreams of the internet comments section but rather to improve efficiency and range.
Still, I was surprised at how much the Polestar 2’s demeanor changed with the RWD setup. The last time I drove a Polestar 2 was back in 2021. It was an AWD model that I once said “felt like a lancer evolution made by Crate and Barrel,” meaning that although it was AWD and fast, it felt distinctly front-biased. Whether it's RWD or AWD, the balance of the Polestar has shifted with its larger new motor that sits on the rear axle, even if you’re in an AWD model.
The new RWD motor has 295 horsepower and 361 ft-lbs of torque, way up from the 231 hp of the FWD single motor units of the pre-facelift model. The AWD model can turn a 4.2-second 0-60 time, but the RWD’s 5.5-second sprint is closer to that than you’d think. I would probably opt for the additional power of the twin-motor AWD model, but now I no longer have to snub my nose at the folks who bought a single-motor Polestar. As I’ve said before, friends don’t let friends buy front-wheel-drive Polestars.
No matter the motor or battery choice, the Polestar’s well-sorted ride, handling and chassis still shine through. Throw this thing into a corner and it remains entertaining and grippy, despite its hefty curb weight. It’s a joy to drive, feeling smooth and agile, a breath of fresh air in a world where every manufacturer is in a race to make the most joyless EV crossover.
Too bad Polestar killed the single motor trim for 2025. Because of the Biden Administration’s 100% tariff on EVs imported from China, lower-cost trims of the Polestar 2 ended up as a casualty. To satiate the demand of buyers in search of a Polestar EV, it decided to continue to import the Polestar 2, but only in range-topping Performance trim.
Range, Battery Size, Observed Efficiency
Although the interior and exterior changes seem somewhat minor, the Polestar 2’s new battery and more efficient and powerful motor are the biggest tangible upgrades to the car. Range for the RWD model is up to 320 miles from its new 82 kWh battery. From my experience, the Polestar 2 would easily achieve that.
The Polestar’s real-world efficiency was generally very good. This car was driven in early summer 2024, and over a long 225-mile journey of mostly freeways and country roads, the Polestar 2 averaged a solid 3.92 miles per kWh. The lowest I had seen that week was 3.49 miles per kWh after a spirited drive on my favorite twisty road. These are good numbers for a car that isn’t super aerodynamically streamlined like, say, the Hyundai Ioniq 6.
Charging Experience
With the Polestar 2’s new motor and battery comes an upgrade in charging speeds. Polestar says this car’s charging curve now peaks at 250 kW. The 10-80% charging sprint should come in at 28 minutes under ideal circumstances. That’s a fairly average but respectable number, although some competitors from Hyundai and Kia can charge quicker.
My test car just about matched those numbers. When hooked to a 350 kW EVGo DC fast charging station, the Polestar 2 zipped from 10-80% in 30 minutes and 24 seconds. The charging curve was gradual, but it didn’t hold its 205 kW peak speed for long. After about two or three minutes, the Polestar ramped downward, eventually hitting double-digit charging speeds at around 70% state of charge.
As of late 2024, all Polestars have access to the Tesla Supercharger network via an adapter. Since the charge door is on the rear left of the vehicle, you also don’t need to park across two stalls to make the stubby Tesla cords reach. That alone is a huge advantage over something like the Hyundai Ioniq 6.
Interior
The interior is either a high spot or a low spot, depending on what you value in a car’s interior. I like Polestar’s simplistic screens that are noticeable but don’t take up as much of the vehicle’s dashboard, unlike some of the full or half-length designs that span the width of the car. The Polestar’s somewhat small display felt refreshing, at least to me. If you’re coming from a Tesla Model 3, though, I’m sure you’d find Polestar’s screen to be a bit dinky.
Some may find Polestar’s cabin a bit claustrophobic. The car’s squat windows may look good on the outside, but when coupled with an interior that’s mostly finished in dark plastics, the car feels tiny. The mediocre rear legroom and high center console can feel confining to both driver and passengers. Also, there’s still only one front cup holder; the second one is buried in the center console storage under the armrest, which is both awkward and inconvenient.
In this segment, though, your options are basically six on one hand and a half dozen on the other. The Tesla Model 3’s large windows and relatively low beltline lead to an arier-feeling cabin, but ergonomically, the Tesla can be awkward, especially for rear-seat passengers. The Polestar’s accommodations feel more normal, even if it’s technically numerically down from the Tesla. It’s also a bit better proportioned than the rear seat of a Hyundai Ioniq 6, which offers incredible leg room but not much space for your head. Those who prioritize cabin space and rear-seat room will likely end up with an SUV, anyway.
Fit and finish are generally good. The materials themselves are nicer than the Model 3, but they do feel a step behind some other entry-level luxury competitors. Perhaps the next Polestar 2 will learn some lessons from the Polestar 4, which is a nice place to be.
Tech, Infotainment & UX
This car uses Android Automotive, just like most modern products in the General Motors and Volvo lineups. The Polestar 2 was the very first car to have integrated Android Automotive when it came onto the market in 2020.
About five years later, not a whole much has changed. Like GM’s latest cars (both gas and EV), it has access to Google Services, which means it can use the Google Play store and other apps. Navigation comes by way of Google Maps, integrated natively in the car. It’s just as simple to use as Google Maps would be on any phone.
Yet Polestar resisted the urge to just lazily slap Android Automotive into the cockpit and call it a day. The user interface (UI) design is strong and coherent. Every menu is a rounded black, grey, or orange box, doted by sans-serif text. It’s textbook pleasing graphic design. It’s attention to detail like this that elevates the Polestar 2’s whole ambiance, making it feel like a high-end consumer tech product. This thing would feel right at home at a any given high-end Scandanavian furniture store. By comparison, the Android Automotive implementation in a Chevy EV has all the sex appeal of a Windows NT Serverstation.
As much praise as I have for Polestar’s UX and UI design, I’d be remiss if I didn’t mention its issues. I found the system generally easy to use. There weren't too many menus, although the menus themselves can be text-heavy, compared to pictograms used on other systems. The interface was snappy, but sometimes it randomly would not register my presses. Or it would do a completely different action than requested. It wasn’t often, but it did happen more than three times during my week with the car.
If you’re not keen on the Polestar 2’s infotainment software, it can run Android Auto and Apple CarPlay. They are not wireless, though.
Safety and ADAS
All Polestar 2 trims come with the Pilot Pack, which adds driver assistance features like adaptive cruise control. Even without this pack, the car has a full suite of safety systems like:
- Electronic Stability Control
- Lane Departure Warning
- Lane Keeping Aid
- Oncoming Lane Mitigation
- Regenerative Stability Control
- Road Sign Information
- Trailer Stability Assist
- Understeer Control Logic
- Driver Steering Recommendation
- Run-off Road Mitigation
- Speed limiter
- Traction Control
- Trailer Stability Assist
- Understeer Control Logic
- Run-off Road Mitigation
The Polestar 2 was crash-tested by National Highway Traffic Safety Administration and earned a full five-star rating. However, this car has not been tested by the Insurance Institute For Highway Safety.
Pricing and Trims
Unfortunately, Polestar discontinued single motor variants of this car after the Biden Administration introduced 100% tariffs on EVs imported from China. This car may have a Y vin, but it still comes from China.
My tester ran up at $56,750, but now all Polestars come in one trim with all packs installed and in dual motor trim for $66,200. The only option on the Polestar is Nappa leather which adds $4,000 to the price.
Verdict
There’s a lot to like about the Polestar 2. Even after my week with the car, I found myself not wanting to give it back, despite some of the minor annoyances. To me, it's the only car on the market to challenge the Model 3 directly. The Hyundai Ioniq 6 may be sedan-shaped, but it feels large and doesn’t feel like it’s as aspirationally luxurious as the Tesla or Polestar. Every other electric sedan is more expensive and bigger.
At the time of the test, this car’s $56,750 price was pricier than a Model 3, with similar equipment and packaging. Now, the car only comes in top trim for $66,200, which is a lot more expensive than the Tesla Model 3. Now, Polestar’s contemporary is the Model 3 Performance, which at $54,990 is still $10,000 cheaper and qualifies for the $7,500 tax credit. The $44,130 of a new base Model 3 is a whopping $22,000 cheaper than the Polestar.
That’s a shame. For a long while, the Polestar 2 felt like a true rival of the Tesla Model 3, and now the cost of entry is well above the Tesla.
Still, the Polestar 2 has a lot to offer. If you’re looking for a fast, well-styled, fun-to-drive EV, this car makes a compelling case. For some EV buyers, up to $22,000 is a small price to pay to not be associated with Elon Musk or Tesla.
Contact the author: Kevin.Williams@InsideEVs.com
