2024 Polestar 2 MY24 review: Australian first drive
The Polestar 2 has been given its first major update since going on sale in Australia 18 months ago. Here is everything you need to know about the Model Year 2024 edition.
2024 Polestar 2
If you think this looks like a Volvo, you’d be right.
Polestar is the Chinese-made electric offshoot of Volvo, and this car was in fact originally meant to be sold as a Volvo – until the company decided to create a new brand with a new badge and a new name.
The first model, the Polestar 2, arrived in Australia about 18 months ago, in early 2022.
This is its first major update before other new-from-the-ground up electric cars from Polestar join the local line-up over the next year or so.
Although the styling changes are subtle, there are four models in the updated Polestar 2 range, referred to as the MY24 – or 2024 model year.
How much does the Polestar 2 cost in Australia?
The standard-range, single motor version starts from $67,400 before on-road costs and options (up $3500), while the long-range single motor version costs from $71,400 (up $3000).
The long-range, dual motor model starts from $76,400 (up $3000), and the flagship of the line-up, the long-range, dual motor with Performance Pack, is priced from $85,400 before on-road costs and options (up $2600).
Polestar says three of the four models are due in showrooms soon, however the first shipments of the cheapest variant are still about two months away.
It’s worth noting the above prices are just the starting point.
Extra-cost option packs can increase the price of the cheapest $67,400 model to $84,300 with everything ticked except the tow bar, and the top-of-the-range $85,400 variant can stretch to $111,300.
And although there is more standard safety tech than before (prior to this update the Polestar 2 was charging extra for safety tech that is standard on a $31,990 Isuzu D-Max workhorse ute), there are still some notable options that might be considered basic, especially in this price range.
The option packs are listed below:
Pilot Pack: $3500
- Matrix LED headlights
- Radar cruise control with stop-start traffic assist
- LED front fog lights
- Emergency stop assistance if driver falls asleep or loses consciousness
Plus Pack: $6000
- Harman Kardon audio (600W, 13 speakers)
- Panorama sunroof
- Weave tech seats, ‘Black Ash’ inlays
- Tinted rear glass
- Additional interior illumination
- Heat pump
- Electric seats
- Heated steering wheel, seats and wiper nozzles
- Air quality sensor
- Digital key access
- Power tailgate
- Bag holder in boot
Performance Pack (available on long-range AWD): $9000
- Performance software upgrade (+40kW to 350kW/740Nm)
- Ohlins shock absorbers
- 20-inch alloy wheels
- Performance suspension settings
- 0–100km/h: 4.2 seconds (claimed)
- Gold seatbelts
- Gold tyre pressure valve caps
Standalone options:
- Nappa leather: $6000
- Semi-electric tow bar: $2850
- 20-inch alloy wheels: $1400
| Key details | 2024 Polestar 2 |
| Price | From $67,400 to $111,300 plus on-road costs |
| Rivals | Tesla Model 3 | Tesla Model Y | Volvo XC40 Recharge |
How much space does the Polestar 2 have inside?
The cabin has a quality feel and front-seat occupants have plenty of oddment storage (centre console, door pockets, glovebox, and two hidden pockets in the centre panel).
However rear head-room and leg-room are tight, and there’s not much space to fit your feet under the seat in front.
There are two ISOFIX child restraint anchor points in the outboard back seat positions. And an old-school child seat can be fitted to the middle of the back row thanks to a top tether point in the lower section of the middle seat-back.
The boot size is okay, but not best in class, with only 405 litres of space – including a 41-litre storage compartment under the boot floor, which is the same size as the recess or pocket under the bonnet.
And, as if often the case with electric cars, there’s no spare tyre.
One annoyance: the air-conditioning controls are accessed only via the touchscreen, which can be hard to operate on the move when on a bumpy road. It means your eyes are off the road for longer than they ought to be.
| 2024 Polestar 2 | |
| Seats | Five |
| Cargo volume | 405L to rear seats (including 41L under-floor storage) 41L under bonnet |
| Length | 4606mm |
| Width | 1859mm |
| Height | 1479mm 1473mm – Performance Pack |
| Wheelbase | 2735mm |
Does the Polestar 2 have Apple CarPlay and Android Auto?
Wired (though not wireless) Apple CarPlay and Android Auto are standard, as is a smartphone charging pad.
Android Automotive and Google functionality are also embedded in the car’s infotainment system
FM and digital radio are standard however AM radio is not available.
Polestar says customers can listen to AM using various smartphone apps, however this doesn’t solve the problem of receiving AM signals during flood and fire emergencies in regional areas.
Even on the media preview drive on the outskirts of Canberra there were plenty of pockets with no phone signal.
Australia’s mobile-phone range is patchy once you leave the city and suburbs, which means you don’t need to be too far out of a metropolis to lose all communication.
AM radio is a great safety net, and cheap, so it is perplexing why Polestar (and others) omit it. Fortunately some brands, such as Ford and Volkswagen, have heard the safety message and are bringing back AM radio on cars that deleted it.
The test car was equipped with Harman Kardon 600W, 13-speaker premium audio. The sound quality and volume were excellent up to a point. At full noise, the volume varied – cutting in and out – which obliges you to reduce the volume a few notches.
So this means you don’t actually get the full potential of what the premium audio is supposed to do.
Meantime, on a pre-facelift version of the Polestar 2 sampled prior to the media preview for the updated MY24 model, the Apple CarPlay didn’t work a number of occasions (despite rebooting the phone and the car twice), and the volume tabs on the steering wheel also did not work for an entire day (it fixed itself overnight).
These niggling technology failures were frustrating and took the shine off otherwise positive impressions of the car.
Is the Polestar 2 a safe car?
The updated Polestar 2 carries over its five-star safety rating from 2022.
However, there are still some safety tech omissions, despite fitting more equipment as standard on the MY24 editions (see the ‘safety technology’ section below).
The original version of the Polestar 2 scored 92 per cent for occupant protection, 87 per cent for back-seat child protection, 82 per cent for its crash-avoidance systems (on vehicles equipped with the tech) and 80 per cent for vulnerable road user protection (pedestrians and cyclists).
| 2024 Polestar 2 | |
| ANCAP rating | Five stars (tested 2022) |
| Safety report | Link to ANCAP report |
What safety technology does the Polestar 2 have?
Polestar has plugged some gaps in its standard safety technology list – but not all of them.
It is still a safe car – and occupants are protected by eight airbags should the worst happen – however there are still some unusual omissions, especially given that Polestar is an offshoot of Volvo which invented the three-point seatbelt in 1959, and then didn’t charge rival car manufacturers to use its patented device across the decades that followed.
Prior to this Polestar 2 update, blind-zone warning and rear cross-traffic alert were part of an expensive option pack – even though this technology is standard on a $31,990 Isuzu D-Max workhorse ute.
This technology – as well as a 360-degree camera system – is now finally standard on all MY24 Polestar 2 models.
However, oddly, Polestar still chooses to charge extra for radar cruise control, which is standard on even the most basic Toyota HiLux Workmate ute.
The lane-keeping system and speed sign recognition technology worked well.
However, one frustrating aspect, the cruise control easily went a few kilometres per hour faster than the preset speed – even though electric cars can more finely adjust their speed thanks to the regenerative braking of the electric motor.
A number of Polestar 2 vehicles we tested had similar – or worse – cruise control overrun than most other cars we’ve driven recently.
Tyre pressure monitoring is standard, however the system is based on wheel rotation sensors, which are less accurate than tyre valve sensors.
How much does the Polestar 2 cost to maintain?
Routine maintenance is included in the cost of the vehicle for the first five years/100,000km (whichever comes first).
Drive was quoted an annual insurance premium of $2446 from one leading insurer, for the middle-of-the-range single-motor long-range Polestar 2.
The premium was based on a comparative quote for a 35-year-old male driver, living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
| At a glance | 2024 Polestar 2 |
| Warranty | Five years, unlimited km Eight years, 160,000k (high voltage battery) |
| Service intervals | Two years or 30,000km |
| Servicing costs | Included in the cost of the car (5 years/100,000km) |
| Energy cons. (claimed) | 14.8kWh/100km to 17.2kWh/100km |
| Battery size | 69kWh battery pack with 67kWh of usable capacity (standard range MY24, rear-drive) 82kWh battery packs with 79kWh of usable capacity (all other MY24 variants) |
| Driving range claim (WLTP) | 532km to 654km (varies across all four MY24 models) |
Is the Polestar 2 energy efficient?
The energy consumption claims are based on regulatory data tested in favourable conditions. Polestar recommends drivers use the official estimates as a best-case scenario.
In our experience, real-world driving range in the Polestar 2 is about 10 per cent less than the forecast claimed.
For example, the energy consumption we saw when testing a single-motor long-range model was 16.5–17kWh/100km (versus the claim of 14.8kWh/100km).
And when we tested the high-performance flagship dual-motor model we saw consumption hit 20–26kWh/100km (versus the 17.2kWh/100km claim) after testing the acceleration a number of times.
Energy Consumption – brought to you by bp
| Energy Efficiency | Energy Stats |
| Energy cons. (claimed) | 14.8kWh/100km to 17.2kWh |
| Energy cons. (on test) | 16.5-17kWh/100km |
| Battery size | 69kWh – Standard Range 82kWh – Long Range |
| Driving range claim (WLTP) | 532km – Standard Range 654km – Long Range Single Motor 591km – Long Range Dual Motor 568km – Performance Pack |
| Charge time (11kW) | 6h 58m (estimated) – Standard Range 8h 16m (estimated) – Long Range |
| Charge time (50kW) | 1h 34m (estimated) – Standard Range 1h 51m (estimated – Long Range |
| Charge time (135kW max rate) (205kW max rate) |
34m (claimed 10-80%) – Standard Range 28m (claimed 10-80%) – Long Range |
What is the Polestar 2 like to drive?
Driving range, power, and other key characteristics in the MY24 Polestar 2 line-up have changed.
Depending on the model, the key changes are as follows:
Standard range single motor:
- $67,400 (up $3500)
- 69kWh battery pack
- Up to 532km range (claimed, 54km more than before)
- 135kW DC charging (5kW more than before)
- 200kW/490Nm (30kW/160Nm more than before)
- Rear-wheel drive (previously front-wheel drive)
- 0–100km/h: 6.4 seconds (claimed, 1 second faster than before)
Long range single motor:
- $71,400 (up $3000)
- 82kWh battery pack (4kWh more than before)
- Up to 654km (claimed, 103km more than before)
- 205kW DC charging (50kW more than before)
- 205kW/490Nm (50kW/160Nm more than before)
- Rear-wheel drive (previously front-wheel drive)
- 0–100km/h: 6.2 seconds (claimed, 1.2 seconds faster than before)
Long range dual motor:
- $76,400 (up $3000)
- 82kWh battery pack (4kWh more than before)
- Up to 591km (104km more than before)
- 205kW DC charging (50kW more than before)
- 310kW/740Nm (10kW/80Nm more than before)
- All-wheel drive
- 0–100km/h: 4.5 seconds (claimed, 0.2 seconds faster than before)
Long range dual motor with Performance Pack:
- $85,400 (up $2600)
- 82kWh battery pack (4kWh more than before)
- Up to 568km (claimed, 81km more than before)
- 205kW DC charging (50kW more than before)
- 350kW/740Nm (60Nm more than before)
- All-wheel drive
- 0–100km/h: 4.2 seconds (claimed, 0.2 seconds faster than before)
The biggest change to single-motor versions of the Polestar 2 (from MY23 to MY24): the electric motor now drives the rear wheels rather than the front wheels.
This is designed to deliver better overall weight balance of the vehicle, however it does have one surprising drawback. The regenerative braking is not as aggressive in one-pedal mode as the previous front-wheel-drive version.
Polestar says the less aggressive braking is intentional, because if the electric motor slows the rear wheels too abruptly, it could put the car in a spin, or destabilise it. It’s the same thing that causes race cars to skid off the track if the driver has applied too much brake bias to the rear.
Having become accustomed to one-pedal driving in the MY23 Polestar 2, we missed not having the same deceleration (without using friction brakes) in one-pedal mode on the MY24 Polestar 2.
It’s also worth noting other rear-wheel drive electric cars have more aggressive braking in one-pedal mode, so perhaps Polestar has taken an overly-cautious approach.
Oddly, despite freeing up more space behind the front wheels, the turning circle on the rear-wheel drive MY24 Polestar 2 is no better than it was on the front-wheel drive MY23 Polestar 2 (11.5 metres).
Polestar tweaked the suspension slightly on the single motor models, however it is still busy over bumps and it is hard to disguise the weight of the vehicle. Oddly, it feels like it wants to push wider in corners than the front-drive model did. Perhaps this is because of the less aggressive regenerative braking mentioned earlier.
We didn’t have a chance to run VBox numbers to test the 0–100km/h claim of 6.4 seconds (said to be about 1 second quicker than before in base-model guise), but it does feel perkier than before and will be fast enough for most buyer tastes.
The Performance Pack (0–100km/h in a claimed 4.2 seconds) is phenomenally quick. And it has race-bred four-piston Brembo brakes to help wash off speed in a 2.1-tonne car.
The low-profile tyres on 20-inch alloy wheels have ample grip, and the race-bred Ohlins suspension aims to smooth out at least some of the bumps.
However it is worth noting the suspension on the Performance Pack is jittery and busy at low speeds regardless of the road surface (up to, say 60km/h) and then starts to feel more bearable from 80km/h to 110km/h. Translation: low-speed ride is firm, high-speed ride is acceptable.
Other bullet points from our road-test notebook: the sun visors don’t extend far enough to block side glare, and the back window is small and narrow, which makes it particularly hard to reverse park with any degree of comfort. The cameras help a little, but their distorted view make it hard to judge distances when trying to avoid obstacles.
Drivers who prefer to use side mirrors and turn their head when reversing the Polestar 2 may be frustrated, so be sure to check this on a test drive.
| Key details | 2024 Polestar 2 Standard Range Single Motor |
2024 Polestar 2 Long Range Single Motor |
2024 Polestar 2 Long Range Dual Motor |
| Engine | Single electric motor | Dual electric motor | Dual electric motor |
| Power | 200kW | 220kW | 310kW 350kW – Performance Pack |
| Torque | 490Nm | 490Nm | 740Nm |
| Drive type | Rear-wheel drive | All-wheel drive | All-wheel drive |
| Transmission | Single-speed | Single-speed | Single-speed |
| Power-to-weight ratio | 100kW/t | 109kW/t | 147kW/t 166kW/t – Performance pack |
| Weight | 1994kg | 2009kg | 2108kg 2105kg |
| Spare tyre type | None | None | None |
| Tow rating | 1500kg braked 750kg unbraked |
1500kg braked 750kg unbraked |
1500kg braked 750kg unbraked |
| Turning circle | 11.5m | 11.5m | 11.5m |
Should I buy a Polestar 2?
First impressions? The pick of the range appears to be either of the single-motor models – in standard-range or long-range guise.
However, as long as the Polestar 2 is priced close to – or in excess of – the benchmark Tesla Model 3, it could be a hard sell.
How do I buy a Polestar 2 – next steps?
Polestar sells cars in Australia online only at non-negotiable, fixed prices.
Drive-away prices vary according to stamp duty and registration fees in each state and territory.
There is only a handful of test-drive centres across Australia, and a small number of service locations (at some but not all Volvo dealers).
We strongly recommend taking a test drive before ordering a Polestar 2, especially to check the limited rear visibility, firmness of the suspension, and to scrutinise the infotainment and air-conditioning controls.
If you want to stay updated with everything that’s happened to the Polestar 2 since our review, you’ll find all the latest news here.
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