The Entry-Level Polestar 2 Doesn't Compromise "Road&Track".

 

With last year’s debut of the Polestar 2, Scandinavia’s premier electric vehicle manufacturer entered the mainstream market. For 2022, the Volvo-based EV maker introduces a refreshed and expanded model lineup including a more affordable base model. Known as the Polestar 2 Long Range Single Motor, this entry-level electric sedan provides far more refinement and fun than you’d expect from a slightly hefty front-driver.

For those who need a refresher: Polestar is a sister company to Volvo; both are owned by Chinese automaker Geely. The Polestar 2 is the Scandinavian automaker’s second production vehicle after the sporty Polestar 1 hybrid. Polestar knows that customers are aware of the connection to Volvo, but it is trying hard to redefine that association as it becomes more established. Whether they need to do this is unclear, however, as sharing components and manufacturing expertise with a major OEM isn’t a bad thing for a new company. This is especially true when the end product is as well rounded as the Polestar 2.

The Polestar 2 Long Range Single Motor forgoes the rear-axle second motor of the original model, packing only a single motor on the front axle. The electric motor, good for 231 hp and 243 lb-ft of torque is fed by the same 78 kWh battery pack as the more potent model. A revised gear ratio helps the single motor Polestar 2 make best use of that power, though acceleration figures aren’t as impressive as other EVs. Polestar says 0-60 mph takes an even seven seconds with the single motor model, though the sprint doesn’t feel nearly as long; as with many EVs, the instant power delivery of the electric powertrain means the Polestar 2 Long Range Single Motor feels much more muscular than the numbers would suggest. It may not provide the same stoplight bragging rights that other EVs, but you won’t actually find yourself caring much from the driver’s seat. While official EPA figures aren’t yet available, the new single motor is expected to provide 265 miles per charge. For comparison, the Tesla Model 3 Standard Range Plus is EPA certified for 263.

 

I had the opportunity to spend a morning with the single motored Polestar 2 on the twisty roads between Santa Fe and Los Alamos, New Mexico. The only option on the test vehicle was Magnesium exterior paint, a $1200 extra. Despite the lack of options, the Polestar 2 experience was anything but bargain-grade; even on our European pre-production machine, the fit and finish was exceptional. Every surface the driver comes into contact with feels premium, from the cloth seats to the slick fabric interior door pulls. The design itself is as minimal as other EVs in the segment, but other companies could learn a lesson in screwing things together properly from Polestar. The standard interior is even vegan, though customers can spec Nappa leather with the optional Plus Pack. Which is news in and of itself; Polestar 2 customers have a chance to spec specific packages for the first time in 2022, as opposed to the strictly fully loaded models on offer last year.

interior, however, is the infotainment system. Every Polestar 2 features a massive 11.3-inch center screen through which the driver controls just about everything. As with other electric vehicles in the segment, fans of actual tactile buttons may not be immediately impressed with the design. Fire up that screen and you’re faced with the Polestar’s Android Automotive OS; Polestar is the first automaker to get this system out to its customers, which might already be the best infotainment system around. It’s has been designed to function like the home screen of your smartphone, and genuinely feels like those devices in a way other infotainment screens don’t. Owners of iPhones have nothing to fear with the Android interface, as the system packs full compatibility with iOS and includes Apple Car Play as standard. The whole package is genuinely impressive, and the integration of Google’s own voice recognition software is quite a feature. So, too, is the Google Maps integration, which actively calculates the amount of juice the battery will have at your destination.

The driving experience feels premium as well, though naturally it’s not as competent when pushed as the dual-motor variant. Volvo’s CMA architecture, which underpins all Polestar 2 models, is the reason why the single motor model uses a FWD layout. Losing the rear motor shifts the weight balance of the Polestar 2 forward, resulting in 55 percent of the mass sitting over the front axle. Even with a portly 4396 pound curb weight, the car never feels overly heavy or unwilling to work with you. The car doesn’t hide its front wheel drive tendencies, though, and leans towards understeer when pushed a bit too far. But if you find where the balance lies, the Polestar 2 is an engaging machine to drive, though the steering lacks some communication with the road. It may be more GLI than M3, but strictly an appliance the Polestar 2 is not.

Around town, the Polestar 2’s regenerative braking system is perfect for the one-pedal driving crowd. The standard setting, the most aggressive of the bunch, hauls the sedan down to a stop with some serious speed. Most drivers will likely prefer the less intrusive regen setting, especially when paired with the Polestar 2’s Creep function. This mode makes the Polestar 2 glide through traffic as if packing a traditional automatic gearbox under the skin, which proved quite useful when tooling around Santa Fe. With Creep mode cranked up, you might not even notice that the Polestar 2 is powered by a battery.

That just might be the best part about the new Polestar 2. It’s an electric vehicle, but it doesn’t lean into the segment tropes established by a particular California automaker. Instead, the Polestar 2 Long Range Single Motor is simply a well-built sedan with premium materials and an engaging drive. It’s an incredibly enticing proposition at the $45,900 base price, especially once tax incentives are factored into the equation. That said, the more powerful dual motor model isn’t much more expensive, starting as it does at $49,900. That extra cash will be a must-spend for those looking to get the most engaging experience out of this platform, but don’t dismiss the single motor outright. Even when directly compared back with the dual motor, the base model Polestar 2 didn’t leave one feeling cheated. If this is what Polestar can do at the entry level, they’ll be a company to watch as the proliferation of EVs continues.

 

Source: Road and Track