Polestar 2 electric car under test: solid base model with Google software

This has never happened before: Polestar gave me a test car with basic equipment. Without a single extra. The Polestar 2 Standard Range Single-engine costs 36,930 euros including transfer. That’s 1040 euros less than the cheaper Tesla Model 3. Much more important in direct comparison with the rival, which is also produced in China, is that the software of the Polestar 2 has become much better than the initial versions thanks to several updates. An electric car must be what it is today.

The Polestar 2 is tough on the road, and the standard black paint, which the manufacturer calls “Void, underlines the powerful impression in combination with the base 19-inch rims. Whatever the taste, the most noticeable difference in practical life is that the Polestar has a large tailgate, while the Tesla only opens a truncated lid. The fact that this tailgate can be unlocked by a kick sensor and raised electrically is useful and practical in everyday life. Up front, both have a frunk that prevents a dirty charging cable from soiling the trunk mat.

As usual, the Polestar is made from one piece. The torsion resistance, the choice of materials and the workmanship are very good. The efficient heating and ventilation also correspond to the cliché of a Swedish car: visibility is quickly established and it is pleasantly warm.

Comfortable temperatures are also particularly important for the battery. The net capacity is 61 kWh. Thanks to the updates, the Polestar now has what was really expected from the market launch thanks to the integration of Google Android Automotive: a route planner with an accurate forecast of the charge level and a preconditioning. The battery is heated or cooled in preparation for shutdown to provide maximum charging power. Or up to 116 kW (long range with 75 kWh: up to 155 kW) in direct current. The Polestar can draw 11 kW of alternating current from the Wallbox at home.

If you look in detail at the technical data on the Polestar website – as of November 29, 2021 – you might get the impression that the Polestar 2 can charge up to 150 kW regardless of the energy content. However, Polestar only describes the technical requirements for the charging station there. The factory technical data was attached to the test car – including the data mentioned above.

The base version of the Polestar 2 is called Standard Range Single Motor. Interesting: Polestar provided a test car with basic equipment without a single extra. Black paint is just as standard as the 19-inch rims. Price after financing: 36,930 euros.

Unfortunately, it still has to be emphasized when an electric car has everything it should have: a display of the charge level in percentage points instead of an imprecise bar, a display of the current charging power, a forecast of dynamic autonomy, etc. Has he, has he, has he. In addition, there is a liquid operating system (which was also more difficult in the beginning) and the possibility to filter the charging stations according to the supplier and the performance. There are only a few smears left at grade B; for example, the fastest route was not always displayed at the top of the selection. This too is sure to come.

As with the Model 3, the steering feel (low or standard), recovery (minimal one-pedal drive), and crawl function settings can also be changed with the Polestar. For me, the combination of an activated creep feature, minimal recovery, and low steering forces worked the best.

In terms of the power of the electric motor, the Polestar 2 Standard Range is clearly behind the Long Range Dual Motor piloted in February: only 165 kW are available instead of 300. During acceleration (factory specification : 7.4 seconds), the manufacturer uses a trick that I last experienced on the Toyota Mirai. The accelerator pedal reacts very strongly to commands, so that a relatively large amount of power is called up when there is little travel. This makes the Polestar subjectively shredded, even though it lacks that typical hammer blow electric cars have been known for since Tesla.

But can it be okay if at least 165 kW hits the front wheels? Yes. The Polestar 2 is the best front-wheel drive electric car I’ve driven so far. There is no doubt that rear-wheel drive is, in principle, better suited to bring the abundant power of electricity to the road. Nonetheless, the Polestar is nimble around curves, which is in part due to the multi-link rear axle that the standard range takes over from the long reach. Comfort is not overlooked as the base 19-inch rims provide sufficient self-damping.

So it’s nice, the Polestar 2 Standard Range Single-engine, the software works perfectly, and it sounds like even without the Harman-Kardon sound system (available in the “Plus” pack at 4500 euros with the heat pump, the fixed panoramic window roof and more) Really good radio. There are still some weaknesses.

The test consumption of an average of 22.1 kWh / 100 km (average autonomy therefore 276 km) with winter tires was clearly below the Dual Drive, abused in February at minus 17 degrees, which allowed 28 kWh. However, it is still significantly more than with the Tesla Model 3 under all operating conditions. If you drive frequently rather than occasionally on the highway, you should grab $ 3,000 and go for the Polestar 2 Long Range with 75 kWh.

The torsion resistance, the choice of materials and the workmanship are very good. There is also a cloth in the glove box which can be used to clean the center screen.

For fans of driver assistance systems, it is also inglorious that the basic equipment cruise control is lackluster, that is, it does not have adaptive control, well. that the corresponding material is available. The quality of the systems is already indicated by the recognition of traffic signs, which easily identifies, for example, “when wet” signs below the speed limit. The € 3,500 “Pilot” package offers everything a driving assistance heart desires, including the 360-degree camera. The basic equipment includes only the rear camera with very high resolution. It’s always the same “nastiness”: the sets of equipment are deliberately put together in a way that entices the customer to buy.

On the other hand, it is nice that the trailer hitch load (1150 euros) on the Polestar 2 Standard Range is exactly as high at 1.5 tonnes as on the Long Range. Most other manufacturers do it differently, and Tesla has done away with the tow bar altogether on the Model 3 – presumably to attract more interested parties to the higher margin Model Y.

With the Polestar 2 Standard Range Single Motor a pleasant electric car has been created, a real tip for anyone who wants to say goodbye to the internal combustion engine and can’t or won’t spend a lot of money. The Polestar 2 is a practical, quality vehicle that is also fun to drive. A functional route planner with preconditioning is basic for daily life on the route; here and with the whole operation, the updates have made great strides. The Polestar 2 has therefore become what it was designed for: the toughest competitor of the Tesla Model 3.

The manufacturer made the test car available and transferred it free of charge. The author paid for the traction current.

Disclaimer: This article is generated from the feed and not edited by our team.

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