2022 Polestar 2

The Polestar 2 is the Swedish Volvo-spinoff brand Polestar’s second car, and its first all-electric option with Android Automotive OS built natively into the vehicle. It’s bigger than a sedan with a hatchback, but still a small compact SUV. It’s a roomier, less luxury option compared to the discontinued Polestar 1 hybrid sports car. A bigger couple-style SUV Polestar 3 is set to debut later this year.

The second Polestar has settled into two variants after launching in 2021: single- or dual-motor on a 78 kWh battery with longer range for both versions up to 270 miles. Both can be boosted (at a price) with extra features for performance, range, design and comfort. 

The Polestar is closely matched (also in price) to the Tesla Model 3, offering a more affordable, long-range EV option that isn’t too precious or luxury focused, but doesn’t skimp on safety and tech features. It can’t keep up with the Model 3’s dual-motor 334-mile range, but it’s aligned with other EVs like the Ford Mustang Mach-E and Volvo XC40 Recharge, with which it shares a base platform. Fully electric premium sedan competitors to the Tesla are still rare, but the hatchback Polestar splits the difference in practicality between sedan and SUV.

The Polestar 2’s $48,400 single- and $51,900 dual-motor options offer 270 and 260-mile ranges, respectively. With the all-wheel drive (AWD) dual motor setup there’s 408 horsepower and 487 pound-feet of torque and it goes from zero to 60 mph in 4.45 seconds, enough to keep up with a V8 Ford Mustang GT if not quite on par with its electric Mach-E GT equivalent. The single-motor drops to 231 hp and 243 lb-ft and takes 7 seconds to get to 60 mph from standstill, but that’s still pretty quick by conventional sedan standards. 

At  181.3 inches long the Polestar 2 is compact, with a relatively tight back seat. But its clever hatchback body, a blend of sedan sleekness and SUV-like utility, it is big enough to hold two foam surf boards. With an elegant interior with clean lines and comfortable materials, it’s still sporty and approachable, much like its exterior.

Standard safety features are more than sufficient, but a sensor-filled package adds more advanced driving tools that are worth the extra $3,400. The Google-based touchscreen changes the standard of in-car infotainment and is refreshingly easy to use. The single-motor variant, with its higher maximum range, feels like a deal and not a downgrade.

Performance: 13/15

The Polestar 2 experience comes down to the number of motors: single or dual. Dual gives more performance (408 horsepower and 487 pound-feet of torque and zero to 60 mph in 4.5 seconds), but less range (260 miles compared to 270 on a 78 kWh battery). It also makes the hatchback all-wheel drive capable. 

The single motor produces 231 hp and 243 lb-ft of torque. It takes 7 seconds to go from zero to 60 mph. The $5,500 Performance Pack upgrades the dual to 476 hp and 502 lb-ft of torque, along with a quicker 4.2 zero-to-60 mph time.

The single-motor variant is still nimble and quick, punching ahead of slower drivers and assuringly responsive. There are no drive modes to select, but steering feel, creep and one-pedal driving are adjustable. With “creep” on, there’s a more realistic driving feel, while the higher steering control and regenerative braking settings are too aggressive. 

Compared to the Tesla Model 3 and similar cars, the dual-motor can keep up and in some ways outshines its main competitor. The single-motor doesn’t lag far behind on most metrics. Like the Tesla, the dual-motor can tow up to 2,000 pounds with an added towbar hitch.  

Range, Energy Use & Charging: 13/15

When it comes to range and efficiency, the single motor pushes ahead with 270 miles on a single charge and combined city and highway driving with 107 MPGe. The dual-motor lags behind with only 260-mile range and 89 MPGe, combined. The Model 3 outperforms in efficiency (132 MPGe), but the Polestar improves the Mach-E and XC40 Recharge’s lower range and efficiency. 

An aggressive regenerative braking option can improve range and fuel efficiency, which ranges from 31 to 38 kWh per 100 miles (34 kWh/100 miles is considered average). 

The 11 kW onboard charger makes quick work of a DC fast charging station, taking under 80 minutes to fully charge from empty. Polestar 2 customers receive two free years of 30-minute charging sessions on 150 kW plugs on the Electrify America network. On a Level 2 charger, likely installed at home, it’ll need to sit overnight for 8 hours.

Safety & Driver Assistance Tech: 14/15

Coming from a Volvo background, safety features abound including a standard advanced driver assistance system with lane keeping and driver alerts. But add the $3,400 Pilot Pack with 12 sensors instead of eight and Pilot Assist keeps the car centered in the lane while using Adaptive Cruise Control. It’s a smooth and trustworthy advanced driving system that handles stop-and-go traffic easily. The surround 360-degree camera view and cross traffic alert with auto brake helps when pulling out of a parking spot and detects vehicles, cyclists and pedestrians and makes the package a must-add.

The National Highway Traffic Safety Administration (NHTSA) finally tested the Polestar, giving it five stars at the end of November. The Insurance Institute for Highway Safety (IIHS) hasn’t tested the latest Polestar, but both the European New Car Assessment Programme (NCAP) and Australian New Car Assessment Program (ANCAP) give the Polestar 2 five-star ratings.

The Polestar can be configured to limit speed and display road sign information as standard. 

Comfort & Room: 11/15

The sporty interior is approachable and dignified, with a premium feel, especially with optional wood finishes. The upgraded vegan interior, called WeaveTech, is breathable if somewhat plasticky to the touch. The seats are firm with heated front seats standard and easily adjustable. The $4,200 Plus Pack adds a heated steering wheel. 

With the Plus additions, a full-length panoramic roof opens the space, as the front seats can feel a bit cramped for headroom but easy to stretch out below the waist. The front passenger seats have 41.3 inches of head space and 42.2 inches of legroom. That’s about the same as the Model 3, but tighter than bigger SUVs like the electric Mustang and electric XC40.

In the back it’s more cramped for taller folks with only 37 inches of headroom and 33.9 inches for legs, which is tighter than the competition. The more spacious XC40 Recharge and Ford Mustang Mach-E have 36.1- and 38.1-inch backseats, respectively. In the back, Tesla has almost 2 more inches for leg space.

Infotainment: 14/15

While our scoring dings the Polestar for a delayed Apple CarPlay and Android Auto integration, the native Google system more than makes up for the missing features. Notifications for incoming texts are the weakest point.

Four USB-C connectors or a wireless charging pad keep your phone connected, but it’s not necessary once connected via Bluetooth. The 11.5-inch touchscreen houses everything from Google Maps, Google Assistant, YouTube Music, podcasts and anything else downloadable from the Google Play app store. While overly reliant on digital buttons, the screen is broken up into squares to organize different functions. It’s all easy and intuitive to use.

The 12.3-inch driver display seamlessly shows turn-for-turn directions with a Google Maps overlay, almost serving as a head-up display. It makes drivers want to plug in directions even if they know the way.

Drivers might ask, “How do you turn the car on?” There’s no switch or even button, but the car sensors detect passengers. Just shift into drive and go.

Cargo Space & Storage: 12/15

The Polestar 2 looks like a muscular sedan but can keep up with the hold capabilities like the compact SUV that it also is. With the back seats down and trunk cover easily removed, two 7.5-foot long surfboards easily fit into the space. A hatch in the rear seat opens up for skis or long objects. The 60/40 split seats are easy to arrange and load. 

Up front there is more limited small-item storage, but enough cup holders and side panels to hold everything comfortably. The font trunk, or “frunk,” is a logical spot for charging cable storage.

Compared to the Model 3 and larger electric SUVs it’s often grouped with, the cargo space is more than sufficient even if the numbers come in low. At 14.3 cubic-feet the trunk is smaller than Tesla’s 19.8 cubic-feet but close to the XC40 Recharge’s 15.3 cubes. With the rear seats down, the Polestar opens up to 38.7 cubic-feet.

Style & Design: 9/10

With an aggressive front grille with a square jaw line, the 2 stands out but isn’t flashy. Its newcomer status draws more attention than the design itself. The color choices are more masculine and muted with a matte finish. The car’s profile is confusing because it looks both small and hatchbacked at the same time. But once it’s accepted as either a meatier sedan or slender SUV, it has an approachable air about it.

Inside, the Swedish influence is noticeable with clean lines and minimalist decor without going full Tesla austere. The gear shifter looks elegant and the screens don’t overwhelm and clutter the space. There’s a bit too much fingerprint-and-dirt-gathering piano black trim, but otherwise it’s an appropriately premium and comfortable look. The seat material looks less luxurious than other textiles, but is ultimately comfortable.

Is the 2022 Polestar 2 Worth it? Which Polestar 2 is the Best Value? 

For the extra $3,500 the dual-motor Polestar 2 becomes an AWD vehicle, but with a shorter range. The single-motor option is plenty peppy and grippy and extra range assuages any anxiety. Identical inside (and from the outside), the cheaper Polestar doesn’t feel like a downgrade.

But the car doesn’t come fully loaded. Budget in for add-ons. A $3,400 Pilot pack adds driving assistance, safety features and LED lights, while the $4,200 Plus pack improves the audio experience, adds heated seats and steering wheel and saves battery power with a heat pump. The $5,500 Performance pack includes a software update for more responsive acceleration along with specialty 20-inch wheels, dampers and brakes.

The best value arrangement is a single-motor with a Pilot pack for the boosted safety experience (add the $1,300 destination fee) for a $50,400 total. Magnesium (silver) comes standard, but if other colors call, tack on an extra $1,200. Given the Polestar’s emerging status it still qualifies for the full $7,500 federal tax credit (unlike Tesla).

For a more decadent experience with the panoramic roof, upgraded textiles, better audio and heated seats, the single-motor with both the Pilot and Plus packs could be worth it at $54,400.

How Much Does it Cost to Insure the 2022 Polestar 2?

The Polestar 2 should cost a little less than bigger electric Volvo models, but it’s still a high premium. According to our data, a typical 30-year-old female driver with a clean record can expect an average annual premium under $2,500, though this averages all 50 states. Based on our research it should align with other similar EVs. The Nissan Leaf Plus is $2,010 while the Mustang Mach-E bumps up to $2,304. The larger Volvo XC40 Recharge tops out at $2,604. For a more accurate picture of your potential insurance expenses, visit our car insurance calculator.