not enough guiding light
Unfortunately, however, You will see that the road and the wind are making themselves heard. They aren’t tiresome, but aren’t ideal for long highway drives either. The same can be said of the Ohlins dampers’ factory-tuned ones: they’re not jerky but certainly firm and could probably use some tweaking for different drive conditions. However, these have to be adjusted manually.
While setup advice will certainly circulate through owners’ forums, suspension adjustment sounds like a job that adaptive dampers should do for you. They’re not exactly rare at the price point of the Polestar, after all. It feels like an oversight in a performance EV that’s still perfectly capable on the highway, with ADAS to help you pass the miles safely, and have enough range to minimize stops.
DC fast-charging up to 155 kW means those stops won’t be long, though they may be short, as my trip took 55 minutes to charge from 56 to 95 percent before it was powered off. It also required hunting for charging kiosks that weren’t occupied or broken – I found three such chargers in a 16-hour period. Charger availability, of course, isn’t competitive with Tesla’s yet, though it could become a point of comparison if the Supercharger network becomes available for other makes.
Your Questions About Polestar 2, Answered
I started this journey by asking you guys to ask me about Polestar 2. Let’s answer!
Q: “I’m surprised no one commented on how ugly it is. Does it look better in person? I’m just amazed how it can look so different from the incredible V60.” – Brian Journey
I myself haven’t sold on the back end, but it looks like we’re in the minority here.
Q: “I’m curious about the build quality – especially details that are easily overlooked or corners are cut. This is a Chinese-made car that meets and exceeds Volvo’s standards . I love the design and execution of the S90, especially the interior. I want to know when China has finally reached the point that Japan did in manufacturing.” – motorrider
It’s solid. I’m less concerned with the fall of this car than anything made by Tesla or BMW, which are all polestars that need to be defeated in this segment right now. This bodes well for the Polestar 3 crossover, which will be made in the states.
Q: “What exactly is it like when road tripping happens? I’m thinking along the lines of the charging network, autonomous driving features, comfort, etc.” – bummer
Not my first choice, but not my last. It’s spacious, the seats are fine, and the range and charging are adequate. But the firm ride, road and wind noise, and unremarkable audio system don’t make it a standout.
Q: “I’d be curious though if its range is enough to get you up to the top of the Pikes and back, assuming you live somewhere in the Denver area. Mileage should be fine, but if you’re just sitting So mileage is affected. Long-haul traffic like that on I-25 is common now?” – nothing to say
negative in both cases. I left Louisville (near Boulder) with an estimated 220 miles, took a short detour, and arrived in downtown Colorado Springs with 110—necessary to charge en route. However, traffic jams are not a problem for EVs, as they do not keep the engine idling. It only takes a small amount of current to keep accessories like AC and music running.
Q: “What’s the ‘point’ of this vehicle? I don’t mean that in a derogatory way, because every vehicle has a reason to exist, even if they don’t achieve it. Is this a sports sedan? A tech display? A Swedish version of luxury? How does it compare to not only Tesla, but Ford and Audi’s versions of electrified transportation? What surprises you most about this vehicle? And can you carry four people with luggage? Will you be with me?” – George Darocho
Good question, my dear inquisitive George. It’s definitely not a luxury car, Not only aiming for that market with Volvo. This is a sports sedan striving to be a technical showcase, although as I hope I’ve made clear, it’s not cutting edge enough to be a selling point. It doesn’t make sense to compare it to Audi or Ford right now, as neither offers a similar EV, though it doesn’t have the whimsical flair or sheer performance of the Model 3. The biggest surprise by far was how much attention it got, and yes, four people and their travel bags definitely fit.
Q: “I’d love to know how it handles, as it’s a heavy-ish car. Electric cars have a low center of gravity, I guess it wouldn’t be too bad” – supershape
Very nice, if you ask me. I’ve heard other people complain about the understeer, but I guess you really have to go farther to find it—and I can’t wonder if they were bothered by its adjustable shock. However, it is necessary to mention that I have a strange reference to what constitutes understeer.
Q: “I almost leased one of these, but the lack of center storage, usable cup holders, and America’s terrible EV charging network made me second guess myself. Was I wrong?” – JPK325
If those are your top priorities, no.
Q: “I want to know how aero is in freefall… lol… blue skies. (when people look like ants… you have time… when ants look like people.. . It’s too late.)” – o_obli
I’m afraid you’ll have to test it BeamNG. Suspect Polestar forgive me for figuring this out on my own.
some still add up
Standard 2s have 19-inch wheels, a panoramic roof, a 13-speaker Harman Kardon sound system, a 12.3-inch digital driver information display, an 11.15-inch center display, and a suite of driver-assistance systems such as Forward Collision Is. warnings, lane keeping assist, and adaptive cruise control. The test car came in the shade of Snow White Paint ($1,200) and included the Performance Pack ($5,000). The total vehicle price landed at $67,550.
Admittedly, the 2 stats don’t measure up to the performance and (estimated) extent offered by the 2022 BMW i4 M50, or, as any branding of the referral code will tell you, a Model 3 performance. Special leaflets never tell the full story about the car, and it would certainly be a mistake to end any comparisons there. But if one specific sheet is enough to sell you a car, the Polestar 2 isn’t for you. If other features of the car also matter – like build quality or distinctive styling – then the Tesla can’t compare.
As with the Polestar, the ubiquitous Model 3 can be a Corolla as well, and the legacy carmaker still has an advantage when it comes to build quality. New approaches like Fremont’s should never be discounted, but neither should decades of building experience.
Although the Tesla is fast and long-legged, the Polestar is by no means slow; It is fully capable of giving thrills. And once its infotainment acknowledges Apple’s existence — or its buyers close — its tech ecosystem will become competitive, too. The 2021 Polestar 2 makes a solid enough case for itself, and its case will only get stronger with the upcoming 2022 model.
Later this year, the dual-motor Polestar 2s will gain range and become cheaper, starting at $51,200, allowing them to undercut the Model 3’s performance by about $5,800. Single-motor models will launch later, with a hair more predictable range than the Model 3 Standard Range Plus and a starting price of $47,200. Subtract the federal EV tax credit from the price, and it drops to the advertised $39,700 for the single-motor 2, including the $1,300 destination fee. Just be sure to check that you are eligible for the full tax credit.
It’s easy to get caught up in the thought that EVs are an arms race where each new model must outdo the last, but looking at the Polestar 2 from that perspective completely misses the car thing. Instead of court headlines with whoopie cushion sound effects or oversold ADAS features, Polestar has built a simple EV that fits snugly together and drives well. It’s still not what I’d call cheap, but for the money, it’s hard to find an EV that makes a big impact in your driveway.
Do you have any questions about Polestar 2? Send them to: James@thedrive.com