We tested the Polestar 2: more refined than the Tesla Model 3 but less efficient, with Android Automotive

During my tests of the new Polestar 2, I was often asked about its car model. Although its design is not spectacular, it is distinguished by a refined design both inside and outside. At the wheel, this electric car stands out from the others by offering advantages and disadvantages.

The Polestar 2 is Polestar's near-first model

At Polestar, they have opted for an almost extreme minimalism that is reflected in all aspects of their brand, including their name. It's a deliberate choice that allows them to differentiate themselves from their competitors and focus on the essentials. Mazda had previously adopted a similar strategy of using numbers to name their cars.

However, the Polestar 2 is slightly contradictory as it is the brand's first electric car, despite being the second car to go on sale after the Polestar 1 in 2018, which was a plug-in hybrid with a strong resemblance to a Volvo car.

By contrast, the Polestar 2 is a small five-door hatchback with distinctive design features that clearly set it apart from anything offered by Volvo.

Although Polestar chose to stay conventional when designing the front end, this one is very personal. The car features a large non-functional central grille with a surface made of cubes forming a concave 3D latticework, as well as LED headlights with a daytime running light in the shape of Thor's hammer, which is very appropriate.

The very marked nerves on the hood and especially the waist break the drop of the C-pillar when reaching the boot, which is also repeated in the rear light signature with a strip crossing the entire door. Although the Polestar 2 is very pleasing to the eye and well proportioned in general, when taking photos it can look a bit odd due to the effect of the black window surrounds with the A-pillar included, the raised tail and 20-inch XL wheels with a massive, aerodynamic design, which make it look more compact than it actually is.

All in all, it's a sizable sedan, measuring 4.61 meters long, 1,859mm wide and 1,482mm high (8cm shorter than the Tesla Model 3). However, the cabin can feel a little restricted for entry and exit due to the raised floor due to the position of the batteries and the correspondingly low roof. Although slightly taller than the Model 3, it may seem less convenient to get in and out of.

An interesting detail worth mentioning is the logo which is painted in body color on the front and rear of the car. Coupled with the lack of a distinctive pattern or branded writing, this gives it an "incognito" feel.

Even in the Android infotainment system, the interior is characterized by minimalist simplicity

Simplicity is the key word in the seating arrangement of this car, whether for the driver or for the passengers. Buttons are very rare, starting with the complete absence of a start button.

After getting on board, we simply engaged the gear by pressing the lever, without needing to touch any other button, apart from the controls on the steering wheel. Speaking of the lever, it is particular with its hexagonal shape and its luminous logo inside, but this has been at the expense of ergonomics.

The majority of buttons are on the steering wheel, with the adaptive cruise control controls on the left and the radio's media functions on the right. There are only five other buttons: the warning button, the play/pause button, the volume wheel, the buttons for the heated windows near the gear lever and the handbrake behind it.

Vehicle setup and climate control functions are all integrated into the central 11-inch vertical format touchscreen, running Android Automotive with a Polestar layer, making it one of the few cars to have adopted a robot to manage electronics. Personally, I liked this feature.

However, accessing the climate control settings requires multiple taps on the screen, even for a simple task like lowering the temperature, as one needs to access the specific menu first. Unlike other car models, the system does not have an always-visible submenu for basic settings. This minimalist approach may seem a little too austere.

Nonetheless, I enjoyed the overall simplicity of the system which is fluid and easy to use. The basic settings are accessible on a single screen, without having to navigate through endless menus. One can thus adjust the weight of the steering, the ESP disconnection and the accelerator options in just a few clicks.

Driving assistance features are grouped into simple, easily understandable menus, as are charging options, making this car very attractive to customers who may be intimidated by electronic technology.

Additionally, this car comes with integration with Android Auto and Apple CarPlay, but for Android phone users in particular, the ecosystem is very friendly. Navigating through menus and installing apps is very similar to that of smartphones, and there are also native apps available.

Navigation is done via Google Maps, with accurate charge estimates that show the percentage of battery available on arrival and return, which is a key feature.

The car features fully digital instrumentation behind the steering wheel, with a dark background and flawless integration. The system is smooth and easy to use, even more so than the infotainment system. The indicators in view are basic, showing transmission position, gear, throttle position, battery status, range and outside temperature.

It is possible to change the wallpaper to a navigation map or something neutral. While this avoids distractions, tech enthusiasts may find some information lacking, such as the average/instantaneous fuel consumption indicators or partials.

To display them, it is necessary to press a button on the steering wheel, which brings up a window on the right side of the screen with information such as distance traveled, consumption, trip time and average speed . However, this window disappears quickly.

In general, the car has good finishes and quality assembly, which makes it solid and well made throughout the cabin. However, some plastics with hidden edges and the center console with piano black are exceptions to this quality. There could have been better options for dressing those sensitive areas, given the quality of the other materials chosen for the dashboard, seats, steering wheel and doors, which are nice and often of recycled origin. Although the brand claims the interior is "emission-free", what's really important is that the combination of materials is distinctive and functional, enhancing the on-board experience.

As far as roominess is concerned, the seats, in particular those at the front, are well designed with good lateral support, comfortable padding and electric regulation. Plus, they're finished with Nappa leather that meets animal welfare standards. This gives an overall impression of comfort and quality in the cabin space.

As mentioned earlier, the roof of the vehicle is slightly low, which makes getting in and out a bit difficult. To overcome this problem, Polestar opted for a panoramic roof as standard in order to increase the brightness inside and gain a few centimeters of space. However, if you want to avoid direct light, you will have to buy a blind separately.

In addition, it should be noted that the console is of a particularly large size, while the front seats are cashed in. This contrasts with the small amount of storage space available in the car. Not so much because of the limited number of slots, but rather because the compartments in the console, the pockets on the doors and the spaces on the sides of the console are rather small.

For four people, rear space is adequate, but it gets tight with five occupants. The length of the space is sufficient for the knees, and it is possible to put your feet under the front seat without exceeding the available width thanks to the presence of a central tunnel. Although the rear seats are properly cushioned, the backrest is quite upright, perhaps due to the optimization of the cargo space.

The rear trunk, which can hold 405 litres, is very usable with regular shapes and a practical filler neck. There's also a second trunk up front with 41 liters of space, which is useful for storing charging cables. In the case of the Dual Motor mechanics, the frunk is 35 liters.

Offering a smooth and even surface, yet sensitive to consumption

When in motion, the Polestar 2 is remarkably smooth. This characteristic manifests itself in a subtle way, both for acceleration and for opening the windows or operating the air conditioning. Everything is done in a gradual and delicate way.

We tried the entry-level version of the Polestar 2, which should be the most popular. This means that it has a single engine, front-wheel drive and a standard battery. Here are the corresponding numbers:

The engine located on the front axle develops a power of 165 kW (224 hp) and a torque of 330 Nm. This power is sufficient to allow smooth driving in urban environments. However, if you press the accelerator fully, the car picks up speed with more intensity.

The power delivered by the accelerator is gradual even if you press the right pedal fully, which differs from electric cars which are all or nothing as soon as you press the pedal. This offers some comfort but may be less effective when overtaking on secondary roads.

The throttle has three different modes: a classic mode that uses inertia to move forward when released, as well as two levels of "One Pedal Drive". In the latter case, if the accelerator is released, the car will begin to brake until it comes to a complete stop. Although this function is interesting, it can be more tiring for the right foot and less pleasant if you prefer to take advantage of the inertia of the car.

The steering, despite its isolation from what is happening at the front wheels, is precise and allows you to take advantage of the chassis. It is also possible to set the level of assistance to three different levels according to the preferences of the driver.

Using the CMA platform also used by other models of the group, such as the Lynk & Co 01 or the Volvo XC40, the Polestar 2 is built around a chassis that seems to have been given a touch of sportiness, can -to be in homage to Volvo's former racing division.

Although the Polestar 2 is not considered a sports car, the suspensions give a firm feel, which can be appreciated when cornering. However, care should be taken with understeer as the vehicle weighs around 2 tonnes.

As an everyday car, the Polestar 2 offers excellent driving comfort thanks to good insulation and low road noise. The suspensions are also responsive and can soak up potholes and speed bumps with no problem.

As for consumption, the Polestar 2 posted a consumption of 17.2 kWh/100 km during our test, slightly higher than the approved consumption of 16.7 kWh/100 km. Although we drove efficiently to reach this figure, less measured use of the accelerator can easily result in consumption of more than 20 kWh/100 km, which is not optimal.

This translates into an actual range of slightly less than 400 km. Regarding charging, the car has a charging capacity of 11 kW in AC and up to 116 kW in DC, which allows a full recharge in about 7 hours in AC or up to 80 % charge in just 35 minutes in continuous current.

Should I buy a Polestar 2?

Comparisons are often inconclusive, but it is inevitable to put the Polestar 2 in perspective with its main competitor, the Tesla Model 3. However, the American market being already saturated, it is difficult to surpass the Tesla Model 3 which has a strong fame.

In terms of design and overall quality, I find the Polestar 2 to be a distinct departure from the Tesla Model 3. The Polestar 2 offers a more enjoyable daily driving experience and a more responsive electronics section thanks to its commitment to Android Auto. The two vehicles are comparable in terms of minimalism, but the Polestar didn't go to extremes like Tesla, opting for a more conventional style.

Although the entry-level Tesla Model 3 is slightly cheaper and more powerful, it has a smaller battery. However, the consumption of the Polestar 2 is lower, which ultimately makes them equivalent in terms of autonomy. The highlight of the Tesla Model 3 is its maximum charging power of 250 kW.

If I had to choose between these two electric sedans, I would lean towards the Polestar 2. Although it could be improved in some aspects, overall I consider it a very attractive option for people who want a versatile electric car.

However, it is important to point out that entry-level electric cars are still relatively expensive. The Polestar 2, without additional options, costs almost 50,000 euros (47,190 euros for the basic configuration, and from 51,690 euros with options). Although it is considered a premium car, it does not pretend to be cheap.

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