2025 Polestar 2 review: Long Range Single Motor

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2025 Polestar 2 Long Range Single Motor

The Polestar 2 was the original Tesla Model 3 rival, launched in Europe in 2020 – and in Australia in 2022.

Most automakers follow a standard life cycle for their passenger cars – a midlife 'facelift' three or four years in, followed by a new-generation model after six to eight years, with minimal updates in between – but Polestar is different.

Four model years of Polestar 2 have been sold in Australia, and all have brought some form of updates to the car's design, features or performance, including a major overhaul for Model Year 2024 that switched single-motor versions from front- to rear-wheel drive.

For MY25, there are new colour choices, restyled alloy wheels that extend the driving range, reshuffled option packs, and extra standard equipment.

And it is all accompanied by a $5000 price cut across the range, amid stronger competition, similar price reductions applied by rivals such as Tesla and BYD, and new models within the Polestar range, including the new SUV-styled Polestar 4.

Do the changes keep the Polestar 2 competitive against fresher and ever-better rivals?

How much is a Polestar 2?

The Polestar 2 range received a $5000 price cut for Model Year 2025, now starting from $62,400 plus on-road costs – the lowest starting RRP since launch in 2022.

New for 2025 are Vapour light grey and Storm dark grey colours, a new 19-inch wheel design that boosts claimed range by 3 to 4 kilometres, a new longer-range and faster-charging battery for the Standard Range model, the option of black nappa leather seats (rather than only white), and additional option packs.

On test in this review is the Polestar 2 Long Range Single Motor priced from $66,400 plus on-road costs – also $5000 less than the MY24 version.

Now standard across the range is adaptive cruise control, lane-centring assist and emergency stop assist. It's good to see these features – which are fitted to much more affordable cars – now standard, but there is still a laundry list of optional extras.

Optioned on this test vehicle is the $3900 Plus Pack – with a panoramic glass roof, power-adjustable front seats, a hands-free power tailgate, LED fog lights, and more – plus black nappa leather seats (replacing WeaveTech synthetic trim) with front ventilation for $3900, and Midnight dark blue paint for $1500.

That brings the as-tested price to $78,100 plus on-road costs, or an indicated $84,564 drive-away – and there are even more option boxes this car doesn't tick.

On this variant alone, you can spend another $1900 on the Pro Pack (20-inch wheels and gold accents), $1500 on the Climate Pack (heated rear seats and steering wheel, heat pump), $600 on a black finish for the Pro Pack's alloy wheels, $1400 on a Harman Kardon stereo, $1600 on Pixel LED headlights and $400 on a tinted rear windscreen… all of which would bring the price to $92,334 drive-away.

A Tesla Model 3 Long Range is priced from $64,900 plus on-road costs, with dual-motor all-wheel drive, a premium stereo, adaptive LED headlights, hands-free power boot lid, panoramic glass roof, heated rear seats and steering wheel, ventilated front seats, and more – all as standard for a $2000 lower base price than the Polestar 2 Long Range Single Motor.

A BYD Seal Performance AWD starts from $65,748 plus on-roads, while rivals closer to this Polestar test car's optioned-up price include the Hyundai Ioniq 6 Dynamiq RWD ($78,500 plus on-roads) and BMW i4 eDrive 35 ($85,900 plus on-roads).

Options aside, standard features on the Long Range Single Motor include 19-inch wheels, LED headlights, an 11.2-inch touchscreen with wired Apple CarPlay, 12.3-inch instrument display, wireless phone charging, eight speakers, heated front seats, keyless entry and start, dual-zone climate control, a power tailgate, and a suite of safety features.

How big is a Polestar 2?

The Polestar 2 competes in the same market segment as mid-size cars such as the BMW 3 Series and Tesla Model 3, but at 4606mm long, 1859mm wide, 1479mm tall and 2735mm in wheelbase, it's actually smaller than a Mazda 3 or Hyundai i30 sedan from the class below.

Polestar 2 occupants sit low, with exceptionally comfortable front seats offering eight-way power adjustment – as well as four-way power lumbar, and a manual seat base cushion extension – as well as heating and ventilation, and supple nappa leather upholstery in this test vehicle that feels more luxurious than the trim in cheaper models.

But the high centre console that contributes to a 'cockpit' feel makes for a claustrophobic experience for tall drivers, who will find their left knee leaning on the centre tunnel.

The Polestar 2 is based on an adapted petrol-car platform, not a standalone electric-car chassis, so it does not feel as airy inside as a Tesla or most other EV rivals.

It, along with elements of the door panels and dashboard, are trimmed in a rubberised material that is nicer than hard plastic, but doesn't feel very soft and marks easily. There is some fabric and faux wood trim elsewhere inside to break up a sea of dark colours.

Storage is also a weakness. The glovebox isn't very big, the door pockets are also small, space ahead of the gear shifter is limited, and while there are pockets on the sides of the centre tunnel, don't expect to fit much more than a wallet.

There are two cupholders, but one is ahead of the centre armrest – and the other is below it – so should you want to slide the armrest forward, you are left with no cupholders. The door pockets can't fit a bottle upright either, so particularly for drivers with long arms, it is a frustrating and puzzling design choice.

Amenities include a wireless phone charging pad, two USB-C ports, dual-zone climate control, ambient lighting and a panoramic glass roof (without a power sunshade) in the Plus Pack. Well-damped steering column stalks do help to justify the luxury car price, while among a sea of capacitive-touch controls is a traditional volume dial, which is great to see.

Space in the rear is also compromised. While there is just enough knee room behind the front seats for my 186cm (6ft 1in) tall frame to fit behind my driving position, head room for six-footers is limited, as is toe room with the front seats low, and the rear seat base is a little short.

The middle seat is less comfortable, with a flat seat base, even less headroom, and a huge centre tunnel on the floor that is a hangover from the Polestar 2's petrol-car underpinnings.

Rear-seat occupants are given access to map pockets, air vents, a fold-down centre armrest with two cupholders, and two USB-C ports, plus small door pockets.

The 407-litre boot volume looks modest on paper, but it's a useable space in reality, with enough space for suitcases under a power tailgate. There's space under the floor for smaller items, though unlike a Tesla Model 3, it won't fit a carry-on suitcase.

There are lights, a 12-volt socket, tie-down points and a nifty two-piece floor – with a fold-up luggage board offering shopping bag hooks – with 60:40 split-fold rear seats, a ski port, and a further 41L under the bonnet for more space. A tyre repair kit is standard.

Does the Polestar 2 have Apple CarPlay and Android Auto?

Standard in the Polestar 2 is an 11.2-inch infotainment touchscreen running software based on Android Automotive – not to be confused with Android Auto.

Think of Android Automotive as like the Android software on a smartphone – it is the basis of the operating system – while Android Auto is an app within a car's existing, in-house-designed infotainment system.

It means there are Google apps for key features – Google Maps for navigation, Google Assistant for voice control, and the Google Play Store for downloading other apps.

There is no Android Auto, because Google apps are built-in, but there is Apple CarPlay, although it is only wired not wireless – a bizarre omission for a tech-focused, cutting-edge modern electric car.

The system is reasonably quick to respond – though it is not the snappiest on the market – and the menus take some time to learn, but we found ourselves liking the software after a while behind the wheel.

FM and digital DAB+ radio are on offer, as well as over-the-air software updates, 4G internet connectivity, and apps such as Spotify, YouTube, Amazon Prime Video, Waze and the Vivaldi web browser.

Ahead of the driver is a 12.3-inch digital instrument cluster, which is basic in terms of customisation – with two views to choose, one showing a widescreen map – but the graphics are minimalist and it displays the key information needed.

The eight-speaker, 250-watt sound system fitted as standard to the Polestar 2 is decent, but not exceptional. The $1400 Harman Kardon stereo is a compelling option if it fits within your budget.

Polestar offers support for its own app, with remote vehicle tracking, control of its lights and locks, cabin pre-heating or pre-cooling, and the ability to schedule overnight charging when the vehicle is plugged in to make use of the cheapest electricity.

Is the Polestar 2 a safe car?

The Polestar 2 is covered by a five-star ANCAP safety rating with a 2021 date stamp, based on testing conducted by its European counterpart Euro NCAP.

It earned category scores of 92 per cent for adult occupant protection, 87 per cent for child occupant protection, 80 per cent for vulnerable road user protection, and 82 per cent for safety assist technology.

This rating is due to expire in December 2027 – around the same time reports suggest a successor to the Polestar 2, wearing a new name (such as Polestar 7), could arrive.

What safety technology does the Polestar 2 have?

The Polestar 2 ticks nearly all the crash-avoidance safety tech boxes expected of a new car in 2024, bar the very latest features such as a driver-facing attention camera.

The Pilot Assist lane-centring technology derived from Volvo is very well calibrated, holding the centre of the lane gently – without bouncing between the white lines like many new cars – while the lane-keep assist (departure prevention) function is also not too intrusive.

It is not all perfect. We found the adaptive cruise control to stray over the set speed by 1–2km/h regularly – not ideal given how strictly Australian speed limits are enforced – and the blind-spot warning to be cautious, insisting it is still unsafe to change lanes when cars in adjacent lanes are far behind, and there is plenty of space.

Eight airbags are standard, including dual front-centre airbags.

How much does the Polestar 2 cost to run?

Polestar cars in Australia are covered by a five-year/unlimited-kilometre warranty, as well as roadside assistance for the same period, five years/100,000km of free scheduled servicing (but at 24-month/30,000km intervals), and an eight-year/160,000km high-voltage battery warranty.

For comparison, five years/100,000km of servicing for a BYD Seal Performance costs $2016 and a six-year/unlimited-kilometre prepaid service plan for a BMW i4 costs $2450.

Servicing for Tesla vehicles is condition-based – where maintenance is only required when the vehicle's systems detect a fault – but the brand does list some "recommended" service items for its cars, including tyre rotation and cabin filter replacements, which will cost some amount of money that will be dearer than the Polestar's free services.

What is the range of a Polestar 2?

The Polestar 2 Long Range Single Motor was, until the recent addition of a new entry-level Polestar 3 SUV, the longest-range electric car on sale in Australia, with 659km of claimed driving range in European WLTP lab testing – plus energy consumption of 14.8kWh per 100 kilometres.

It is a significant improvement over the original Long Range Single Motor variant launched for MY22, which claimed 17.1kWh/100km and 540km – from a slightly smaller 75kWh useable battery, but less efficient motor and power system.

Over extensive testing across city, highway and country-road driving, we saw 16.3kWh/100km, which is not too far off the claim – but still not as frugal as the circa-14kWh/100km a Tesla Model 3 can achieve.

A 110km/h highway range test loop – on the Hume Highway south of Sydney – returned energy consumption of 15.4kWh/100km, which is remarkably close to the combined claim, and equates to a real-world freeway range of just over 500km.

Polestar says Long Range versions of its smallest car can fast-charge from 10 to 80 per cent in 28 minutes at a peak of 205kW DC. We couldn't quite achieve the claimed charging time, recording a 10 to 80 per cent replenishment in 30 minutes and 20 seconds.

Nonetheless, it's still competitive with rivals. We've timed a Tesla Model 3 RWD from 10 to 80 per cent in the 29min 50sec (60kWh battery, 170kW peak), a Model 3 Long Range in 33min (79kWh battery, 250kW claimed peak) and Hyundai Ioniq 6 in 17min 40sec (77kWh battery, 237kW peak).

AC charging at up to 11kW is offered, for an eight-hour 10 to 100 per cent charging time.

What is the Polestar 2 like to drive?

On the road is where the Polestar 2 shines and starts to make up for its weaknesses in other areas.

Long Range versions have 20kW more power than Standard Range variants, but with a single 220kW/490Nm motor on the rear axle, performance in this model is brisk – and hot-hatch-like – but not a match for the flagship dual-motor grade.

Whereas Tesla tunes its cars for neck-snapping initial response, the Polestar metes out performance progressively, with a long travel on the accelerator pedal – so it requires a deep push for full power, but is very easy to modulate at city speeds to get the right amount of punch you're after.

A zero to 100km/h acceleration time of 6.2 seconds is claimed; we recorded a 6.1-second figure on precision GPS timing equipment.

Even by electric-car standards, the Polestar 2 is heavy – weighing close to 2.1 tonnes in a car smaller than a Mazda 3. That mass can be felt over bumps at low speeds; sharp bumps can jostle passengers around, and the car can lumber clumsily over bumps at times.

Over speed humps and larger bumps it is far more supple, and at high speeds the ride is especially settled, gliding over undulations and soaking up potholes without fuss.

Mid-corner bumps on a twisty, poorly surfaced country road do not disturb the car's composure either, and it is confidence-inspiring to drive. It can't always hide its considerable weight in bends, but you may be surprised by how well balanced the Polestar 2 is.

The steering feels a little artificial in the first quarter of a turn, but it is direct, linear at speed, and well weighted, with a choice of three settings that range from exceptionally light for our tastes to reassuringly heavy – and akin to a Tesla's steering.

The 245/45 R19 Michelin e-Primacy tyres provide good grip in day-to-day driving, but they are designed for efficiency – not performance – so their limits can be found when exploring the Polestar's handling.

We recorded a 100km/h to zero stopping distance of 36.7m on our GPS timing equipment, which is good – if not standout – for such a heavy car on eco-focused rubber.

The brake pedal can be grabby and over-sensitive at low speeds, and it can be firm when you push hard, but the transition from the electric motor's regenerative braking to the 'friction' disc brakes is well judged.

There are three intensities of the regenerative braking – Off, Low and Standard – as well as the option to turn off the 'creep' function at low speeds, so each can be made to bring the car to a full stop without needing to touch the brake pedal.

Off mode is disconcerting as there is zero regenerative braking at all – and the way the brakes bite when you touch the pedal feels unnatural – so we drove the car in Low and Standard modes, the latter closest to a traditional one-pedal mode in a Tesla or Hyundai EV.

Noise from the outside world is reasonably well insulated, but there can be a fair amount of tyre roar on coarse-chip road surfaces, as well as some suspension noise when driving on especially bumpy roads – though all of this can be drowned out with music.

Can a Polestar 2 tow?

The Polestar 2 can haul up to 1500kg braked and 750kg unbraked, enough for a small trailer, rather than a caravan to tow around Australia.

A payload of 416kg is quoted – the maximum legal mass of passengers, cargo and accessories the vehicle is allowed to carry – which is enough for four 95kg passengers, and some luggage.

It may not be enough for drivers looking to fill every seat regularly – such as Uber drivers – but given the comfort offered by the middle-rear seat, we'd argue the Polestar 2 is best used as a four-seater only.

Should I buy a Polestar 2?

Significant changes since launch have improved on the Polestar 2 recipe, adding performance, sharpening handling, extending the driving range and speeding up charging times.

It's well appointed, refined and confident on the road, easy on electrons in its battery, recharges quickly, and offers a long list of safety technology.

Despite recent price cuts, it is still more expensive than rival electric sedans, and key features expected of a car at this price remain the preserve of expensive option packs.

The interior is also tight compared to rivals – lacking in passenger space and item storage – and the infotainment technology has slipped behind the best in class.

If you find the price reasonable, and like the interior, the Polestar 2 is worth considering – but some alternatives are cheaper, better equipped, more spacious, and just as nice to drive.

How do I buy a Polestar 2? The next steps.

At the time of writing in early December 2024, Polestar's website says ordering a Polestar 2 in an identical specification to our test vehicle would see delivery in February or March 2025.

Wait times will differ based on model variant, however, so it is worth checking the Polestar 2 configurator for the car you'd like to order. You could take delivery within a few weeks if your specification aligns with a vehicle already in stock, listed on Polestar's pre-configured cars page here.

To find your nearest Polestar Space (showroom), click here. You can also find Polestars for sale at Drive Marketplace.

We recommend taking a test drive before buying, as well as considering rivals such as the Tesla Model 3 – the 2024 Drive Car of the Year Best Urban Electric Vehicle Under $100K – and BYD Seal.

To stay up to date with everything that’s happened to this car since our review, you’ll find all the latest news here.

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