We lived with a Polestar 2 for half a year to find out what the Swedes' first electric car is like as a daily driver. Read our full review, warts 'n' all, by TimPollardCars right here 👉
That first batch of EVs off the boat from China arrived later than originally planned, but only just. Boss Ingenlath admitted the company had been lucky because the scheduled start of production occurred just as Chineselifted, meaning there was only a fortnight’s delay to its European launch back in summer 2020.
That’s a combined total output of 300kW or 402bhp and together with a brutal 487lb ft of torque there is thrilling, fast and feisty shove available at all speeds. All electric cars perform well at the traffic light grand prix, but the Polestar 2 is properly quick even for a burst of speed up a motorway incline. It’s all highly repeatable, too.
We’re pleased to report that Polestar hasn’t gone overboard with digital settings: you can adjust the weight of the steering and turn Creep on or off, but that’s about your lot. The steering isn’t exactly feelsome and we found the Sport setting artificially heavy, but you quickly adapt. It feels more planted and grown-up than the hyper-pointy Tesla Model 3 rival.
But it’s clear why the Polestar 2 doesn’t ship like this – because it doesn’t need to. It’s only with far more aggressive driving that the softer modes really expose themselves. Our advice is to stick with roadgoing settings.For those who worry that the EV performance cars are all about bhp figures and 0-62mph times, the Polestar 2 BST Edition 270 claims to offer something different.
Starting off with the road set-up, there was plenty of grip yet turn in at the front was a little slow and vague, so we stiffened up the dampers all round. Like the Performance Pack models, this requires jacking up the rear and reaching under the front wheel arch, but this time there’s also the aforementioned compression adjusters under the bonnet.
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