2022 Polestar 2 review: Dual-Motor Long Range – Australian first drive

Fast Volvos have a chequered history, yet the safety-conscious Swedish brand hinted at some genuine performance potential when it applied a Polestar badge to its S60 sedan in 2013.

Initially exclusive to Australia as a 50-unit, toe-in-water run, the supercharged six-cylinder mid-sizer impressed sufficiently to prompt an expansion into other markets and spawn a V60 wagon version. It would also be a precursor to Volvo’s shock entry into V8 Supercars just a year later.

Now, Polestar is an entirely separate entity, co-owned by Volvo and its parent brand Geely, and positioned as an electric performance brand.

Australia missed out on the left-hand-drive Polestar 1 hybrid GT, making the Polestar 2 the company’s first properly global car – and the first of what will henceforth be an all-electric line-up.

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The Polestar 2 range on sale from January 2022 starts just below $60,000 before on-road costs. Here, we’re testing the top-of-the-line $69,900 + ORC Long Range Dual Motor that adds a rear electric motor and has some commonality with the S60/V60 Polestars when equipped with an $8000 Performance Pack.

Tick that box and the high-riding liftback sedan – an unusual body style that started life as a Volvo concept called the 40.2 – adopts front Brembo brakes and manually adjustable Öhlins dampers with dual-flow valve technology.

The S60 Polestar’s brake calipers weren’t finished in ‘Swedish gold’, however – a colour Polestar is setting up as something of a signature. The tyre valve caps and seatbelts are also golden.

The Performance Pack also adds bigger wheels and sportier rubber: 20-inch, Y-spoke forged alloy rims wrapped in Continental SportContact 6 245/40s.

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Utilising the same combination of 78kWh battery and 300kW/660Nm dual-motored drivetrain as the Volvo XC40 Pure Electric, the Polestar 2 Dual Motor has a quoted 0-100km/h time of 4.7 seconds.

On paper, that beats the 4.9 seconds shared by both its Volvo twin and the former S60 Polestar. It’s also significantly faster than the 7.4 seconds quoted for the single-motor Polestar 2s.

Although a Tesla Model 3 Performance remains well clear with a 3.3-second claim, Sweden’s electric sedan feels satisfyingly swift – delivering an almost irresistible surge of acceleration.

And when you give this Polestar a bit of Scotty McLaughlin jandal, you’ll be grateful for the front Brembos that are more than just literally gold when it comes to stopping force.

It’s a shame the brake pedal isn’t great to modulate, though it’s possible to drive fast simply using the regen braking to slow for corners.

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The absence of drivetrain modes is strange, though the natural, progressive response to throttle inputs means they’re not really missed.

Drivers can adjust the weight of the steering and the strength of the regenerative braking, though we wouldn’t be fussed if there were no options here, either. The default Standard modes feel just right.

Standard is the strongest setting for regen braking and is best for one-pedal driving while also being slightly less aggressive with its off-throttle retardation than the Model 3.

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If the Polestar’s steering can’t offer tactility, it offers precision and directness for any driver keen to enjoy a car seemingly engineered to provide more entertainment than your average Volvo.

There’s a strong sports sedan vibe to the Polestar 2: in the way it keeps the driver relatively low in their seat; in the reassuring tautness of its chassis; in the way its Continental tyres bond stubbornly with the bitumen.

Perhaps nothing less should be expected considering the stiffness of the damping.

There’s a strong sports sedan vibe to the Polestar 2: in the tautness of its chassis; in the way its tyres bond with the bitumen.

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There are as many as 22 settings for the manually adjustable dampers. If this isn’t overkill, it’s certainly a bit of a palaver as Polestar recommends changes are made by a technician (at a Volvo dealership).

Although the default damper setting is superbly judged for a surprisingly agreeable ride over prominent bumps and deep scars, a drive in the Long Range Single Motor with 20-inch wheels but regular suspension suggested not a great deal of roadholding ability is sacrificed for a notably more relaxed primary ride.

The Polestar 2’s distinctive ‘fastback’ styling brings some downsides, with the chunky C-pillars and small rear window robbing the car of some outward visibility.

Its classy, compact frameless side mirrors help, though blind-spot detection and a 360-degree camera ideally wouldn’t be part of a $5000 Pilot Pack that makes for surprising reading considering the proximate Volvo relationship.

The majority of the pack’s features are standard on the electric XC40, though the Volvo is priced higher – from $76,900 before on-roads.

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The Polestar 2’s interior shares some parts with the XC40 – such as the steering wheel and rear air vents – though its designers have succeeded in achieving sufficient differentiation and personality.

They were clearly given more artistic licence, eschewing the Volvo’s clever centre console utility for a bridge that rises from between the front seats into the dash and features only a stubby, hexagon-shaped gear selector and audio controller.

Above that is a Tesla-aping 11-inch tablet that adopts Volvo’s favoured portrait format but also houses the first dedicated Google operating system – Android Automotive – to feature in a car.

While lacking the depth of Tesla’s infotainment systems, it’s more intuitive and easier to use while driving. Unlike a Model 3, the driver is also treated to a digital display directly ahead – which can be switched between info-focused and map-dominant layouts. A subscription to Google Services is included for three years.

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Like the Model 3, the Polestar 2 can be opened and started using a digital key linked to a smartphone, and over-the-air updates will be continually available.

The build quality is at a level that makes it easy to imagine Audi interior designers sitting in the Polestar 2 and, after raising their eyebrows, nodding in approval.

Polestar aces front-seat comfort with supportive cushioning and tactile fabrics, which in our test car was an optional neoprene-like ‘WeaveTech’.

The Polestar 2’s interior shares some parts with the XC40, though its designers have succeeded in achieving sufficient differentiation and personality.

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International model shown

Electric adjustment and manual cushion extenders are also included in a $6000 Plus Pack that adds some options that are fair enough (Harman Kardon 13-speaker audio, panoramic glass roof and heating for the steering wheel and rear seats) and some that should be standard (wireless phone charging tray and boot floor divider).

A chunky centre tunnel that accommodates part of the Polestar’s battery pack rules the middle seat out for adults and in the outboard positions, rear legroom isn’t as generous as you’ll find in a Model 3 or Ioniq 5. Any semblance of toe space requires front occupants to raise the height of their seats.

The bench cushion is well angled for under-thigh support.

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Open the 2’s tailgate and the boot presents a quoted 405 litres of space that includes 41 litres under the floor. That’s well down on the rear luggage capacities of the Model 3 and Ioniq 5, and a reduced area compared with its XC40 twin.

You also need to have added the Plus Pack to gain practical boot elements such as a flip-up partition with bag hooks and elasticated securing straps. The 60:40 folding rear seats incorporate a ski port.

Recharging cables can be stored under the boot floor, or alternatively in the ‘frunk’ under the bonnet.

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The Polestar can be charged overnight using a regular power socket, where it took 11 hours for the battery to increase from 53 to 81 per cent (or from 210km to 330km in range).

Install a three-phase 16-amp AC wallbox and you can use the onboard 11kW charger to recharge in about eight hours.

Or, take the 400-volt battery from 10 to 80 per cent in 35 minutes by hooking it up to a 155kW DC charging station, which is useful but slower compared with the Model 3 or an 800-volt Ioniq 5.

Initial testing suggests recharging the Polestar 2 could be a more regular occurrence, though we need more than the 24 hours available as part of its launch program to fully understand its battery’s true range capability.

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While it’s typical for EVs to provide a full battery range lower than its WLTP rating, our Polestar 2 Dual Motor started 100km down on its quoted ‘up to 480km’.

The best theoretical maximum range we then achieved was 330km. We had a similar experience with a Long Range Single Motor tested simultaneously; starting at 440km rather than 540km and with a 360km potential range indicated during testing.

Polestar says its vehicles are deliberately set up to take a conservative approach to battery range.

There are as many as 22 settings for the manually adjustable dampers. If this isn’t overkill, it’s certainly a bit of a palaver.

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Polestar covers the battery for eight years or 160,000km, while there’s a five-year warranty that’s 12 months longer than that offered by Tesla and with unlimited kilometres. Servicing is also complimentary for five years, adding some extra value.

Volvo dealerships will be there to help with servicing but not the purchase of a Polestar. Dedicated ‘Polestar Spaces’ will eventually pop up in key urban areas, providing expert assistance but with vehicles purchased online – either in the store or at home.

In a market where EV choices are still relatively limited, especially for keen drivers, a Performance Pack-equipped Polestar 2 Dual Motor makes for an interesting new option.

2022 Polestar 2 Dual Motor specifications