First Drive: 2022 Polestar 2

Article content

The dot-com boom was a melee. Investors scrambled to buy new domains and businesses almost as quickly as people could dream up new websites hoping to be the next Yahoo or AOL. It was a free-for-all, and after a few years, the dust settled and the winners emerged. The dreamers, the bandwagon riders, and the underfunded basement projects had been eliminated. And I believe we’re in a similar place for EVs currently.

Article content

All you need do is breathe the word that you have dreamt up an EV and that people can “pre-order” your nonexistent car to have the coveted first place in line. But harder than telling people you have a nice idea for an electric car is actually building one. And that brings us to Polestar.

We apologize, but this video has failed to load.

Try refreshing your browser, or
tap here to see other videos from our team.

First Drive: 2022 Polestar 2 Back to video

“It’s a Polestar 2,” I said to the confused onlooker at the scenic pullout. “Who makes that?” they asked. “Polestar,” I replied. “And who makes Polestar?” they asked, cocking their head sideways. “Polestar,” I replied.

People are so used to cars being teased, leaked, and pre-ordered that it’s almost strange when a new car debuts and one can simply — buy it. Like a car.

Toggle full screen mode Previous Gallery Image

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

12. 

13. 

14. 

15. 

16. 

17. 

18. 

Next Gallery Image Toggle gallery captions

View All 18 Photos

1 of 18

All 18 Photos for Gallery

1. 
2. 
3. 
4. 
5. 
6. 
7. 
8. 
9. 
10. 
11. 
12. 
13. 
14. 
15. 
16. 
17. 
18. 

Function Not Available

Full Screen is not supported on this browser version.

You may use a different browser or device to view this in full screen.

OK

Article content

The Polestar 2 (never Two) debuted in February 2019. Deliveries began 13 months later in March 2020. For 2022, the Polestar 2 splits into two models; the single motor and the dual motor. The dual motor has been made since the beginning. Its twin electric motors combine to generate 408 hp and 487 lb-ft of torque. Those twin electric whirlies will spin it to 100 km/h in 4.4 seconds on its way to a 12.8-second quarter-mile.

The milder single-motor version drives the front wheels only and delivers 231 hp and 243 lb-ft of torque. The benefit of having one less motor to power is that the single motor has a longer range than its big brother, at 426 km, versus 400 km for the dual motor. The car with half the motors as the dual motor is able to deliver more than half the power via a lower (numerically higher) gear ratio. Both versions use the same lithium-ion battery. It can be charged from 10 to 80 per cent in 30 minutes via fast-charging; or can be fully charged in eight hours using an 11-kW charger.

Article content

We have a more in-depth article about the pricing on the two models but the quick version is this: In Canada, the single motor starts at $49,900; and the dual motor starts at $56,900. Both of these prices are before provincial rebates are taken into account. Currently British Columbia offers a $3,000 rebate; and Quebec offers an $8,000 rebate.

The Polestar 2 is available with a sizeable list of pricey option packages. In fairness, the packages are very encompassing and include multiple features. We’ll start with the Plus Pack, which costs $5,500 and includes a full-length panoramic sunroof, Harman Kardon premium audio system, and WeaveTech vegan upholstery. But most importantly the Plus Pack includes a mechanical heat pump that actively pumps warm air from around the car and battery into the cabin for heating. This increases the cars cold-weather range by 10 per cent. Because it is an option, it is not factored into the car’s advertised range.

Article content

Next up is the $4,500 Pilot Pack. This one is full of driver-assistance tech including adaptive cruise control, blind-spot monitoring, cross-traffic alert, and a 360-degree camera.

But the fun option is the $6,000 Performance Pack, and it’s only available on the dual-motor 2. The big-ticket item on the list is a set of adjustable Öhlins dampers that are painted metallic gold for extra goodness. The package also includes 20-inch forged wheels (different in design from the standard cast 20-inch wheels), Continental sport tires, Brembo four-piston front brakes with cross-drilled rotors, and, most importantly, gold seatbelts. It’s worth noting that while the dampers are manually adjustable, you have to crawl under the car to do so. You don’t need to raise the car to do this but if you don’t, you’ll have to wiggle under there pretty far and I hope you’re not wearing a shirt you care about when you do.

Article content

But once nestled inside the cockpit, the Polestar 2 is a very nice place to be. The speaker grilles are are cleverly hidden and there are many varied textures beyond what you’d find in most cars. The interior is available in several colors, and the black versions are too cave-like for my liking, even with the glass roof. The roof, notably, has no physical shade that can be slid over it, nor is it shaded electronically as some Mercedes models are. This is less an issue if you live in Seattle, but very much an issue if you live in Tucson. Because of this, for 2022, a steel roof is offered on the base model. Handy storage spaces are present in the doors and alongside what would be the transmission tunnel in an ICE car. There is a lone cupholder, which stands perhaps in a concession to North American interests over cool minimalism that permeates the rest of the cabin.

Toggle full screen mode Previous Gallery Image

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

12. 

13. 

Next Gallery Image Toggle gallery captions

View All 13 Photos

1 of 13

All 13 Photos for Gallery

1. 
2. 
3. 
4. 
5. 
6. 
7. 
8. 
9. 
10. 
11. 
12. 
13. 

Function Not Available

Full Screen is not supported on this browser version.

You may use a different browser or device to view this in full screen.

OK

Article content

Visible to the driver are two large digital displays. The dashboard gauges are configurable and neatly designed and there is a large tablet-style screen in the centre of the dashboard. The screen runs the first application of Google’s infotainment system. It’s clean, efficient, and runs like a big phone, just as intended. Pairing with your phone takes a little more effort if you want to fully utilize what the system has to offer. For example, for an iPhone user (like me) to use Spotify in the system rather than play from the generic “media player” app via Bluetooth requires I log into my actual Spotify account from the car.

I was able to drive the single- and dual-motor versions of the Polestar two on some of the scenic winding roads around Santa Fe, New Mexico. The two models drive very different from each other. The single motor will do zero-to-60-mph (-96 km/h) in 7.0 seconds, which used to feel quite fast; that’s mid-pack with other modestly powered electrics today. Not that I ever felt it was lacking for pace! The single-motor 2 carves through canyon roads with ease and comfort. Were I to buy one with my own money, the single motor is what I would choose.

Article content

But I also got to drive two versions of the dual motor: one with the performance pack and one without. I drove the “regular” dual motor up to Ski Santa Fe at over 10,000 feet; and I drove the performance pack on the downhill trip. With or without the performance pack, acceleration is forceful and instant. And if that sounds like any other fast electric, that’s because yes, they all kind of feel the same when you put your foot down. What doesn’t feel the same as other electric vehicles is the handling when flung around. The low centre of gravity allows the cars to have a forgiving ride that doesn’t bounce over mid-corner bumps while keeping roll to a minimum.

I was very glad to have the performance pack’s (gold-painted) Brembo brakes for the descent of the mountain. The brakes certainly looked impressive, but the most fun part of ripping an electric car down a mountain is that it’s basically free energy! I drove as fast as I (legally, I assure you) could and the regenerative braking kept the battery topped up with just as many electrons as when I left the summit. One of the engineers responsible for dynamics told me he autocrosses with his personal Polestar 2 often and I can’t even imagine how much fun that must be.

The Polestar 2 continues to be a very compelling offering in the EV segment and with the updates to the options list, it’s now easier than ever to configure one just the way you want it. The Polestar 2 can handle everything from long distance road trips to the twistiest mountain roads you can find. And wait until you see the Polestar 3.