With two motors, the Polestar 2 is an acceleration hit. Now the basic model comes with just over half the power from just one motor. That too has charm.
When Polestar presented its Model 2 a good year ago, a slight crunching between mother Volvo and its electric brand could be seen: Volvo had already announced that all models would be slowed down at 180 km/h in the future - for safety reasons because of. And what did Polestar do? Write the 300 kW - or according to the old currency 408 hp - strong model 2 205 km/h in the papers . Statement from Polestar boss Thomas Ingenlath: "Just because the parents do something, the children don't have to do it too." If you can see it that way, it has been practice for centuries.
Now, after the "In 18 seconds to 200" executor, whose full name is Polestar 2 Longe Range Dual Motor, the base model comes in two configurations. The main differentiator is the battery capacity: 64 kWh for 440 kilometers WLTP range is available in the - we have to go through that together - Polestar 2 Standard Range Single Motor, 78 kWh for 540 kilometers in - exactly - Polestar 2 Long Range Single Motor . Incidentally, charging is carried out with a maximum of 150 kW. And because battery capacity means weight, the model with the larger battery is a bit more powerful: 170 instead of 165 kW (231 instead of 224 hp) go to the front wheels, the torque is identical at 330 Newton meters, as is acceleration (according to the factory, 7.4 seconds to 100 km/h) peak.
No revolution: 160 km/h
Polestar missed the chance to break the 160 limit that many had chosen and – let's say – go to 180 km/h. That would be the Volvo solution. But no, at 160 km/h the electronic lasso comes - very gently and almost as if the car were running against a natural limit, as a first acquaintance with a prototype showed.
At this speed, it's not quite as quiet as expected in the Polestar 2. The engine noise of a combustion engine is missing, but the wind blowing around the mirror and roof pillar and the rolling of the 245 millimeter wide 20-inch wheels, for which the Polestar costs 1000 euros Calculated swapping for the standard 19-incher can also be heard from the wheel arches.
The large wheels dress this Polestar exceptionally well, but they have to be filed under "Function follows form". Because they should contribute a good deal to the fact that the Stromer produced in China springs up quite awkwardly and sometimes distributes rough bumps on bad roads. On the other hand, the front-wheel drive vehicle with the wide tires does not have any traction problems, even when accelerating digitally - this is certainly also a result of the harmoniously coordinated control electronics.
Impetuous acceleration
Whether starting at traffic lights, turning with the wheels turned hard or accelerating in tight corners, which the Polestar 2 negotiates willingly but with little steering feedback: Nothing spins on the front axle, but something turns at the top of the steering column.
In short: The steering, the character of which can be selected in three levels with not too much differentiation, likes to try to wrestle the steering wheel from the driver when full use of power, ruts or locked front wheels come together. Above a certain level of performance, rear-wheel or all-wheel drive seems to be the better solution for electric vehicles as well.
Apart from that, one thing remains clear after the first test drive: the 230 hp are undoubtedly enough to feel well motorized - be it at the start of the traffic light, when merging onto the motorway or on the country road when overtaking. The problem is less potential oncoming traffic than the risk of having exceeded the 100 limit without noticing and paying a fee in the blink of an eye. It would be nice to be able to select the three recuperation levels on the steering wheel. But to do this, the driver has to type around a bit on the upright monitor and go to one of the many menus.
Apart from the drive and the range, there are no other differences between the editions with two or just one motor. This applies to the body, which is very confusing towards the rear (sensors and reversing camera as standard), of course, as well as to the wonderfully reduced instruments, the somewhat taut seats and the monitor-centric operation including very good Google navigation.
The price scale is simple: seven hp and 14 kWh more battery cost 3000 euros - exactly as much as the second motor of the top model.
Conclusion
Polestar wants to take off with the front-wheel drive models, they should account for well over half of Model 2 sales. Design, power, range and charging management with fast charging station search are up to date. The suspension comfort corresponds to Polestar's self-image as a performance brand.
