Electric cars can convey something too. Maybe not all of them, maybe less than combustion-engine cars (though lately the choice is getting tough), but they can do it. And the Polestar 2 Nordic Edition (like all the variants of this model) is one of them.
It’s one of the “most Volvo-like” Polestars in the range, because it shares its design with Volvo, the XC40’s CMA platform, and actually originates from a Volvo concept car (the Concept 40.2). While its looks have, fortunately, remained almost unchanged over the years, the brand has kept updating it so much that the version tested in this article is, compared with the early editions, practically a different car. For years it carried the brand almost single-handedly, and as a car on its own it’s been quite successful.
It’s not the fastest electric car, nor the flashiest, but it flaunts a beautiful and unmistakable Scandinavian style: from its minimalist interior to the clean lines inspired by Jony Ive, Apple’s former head of design. In my view, it captures Polestar’s philosophy very well — offering a high-quality product, sporty mainly in design (and this one certainly is, with its brilliant and clever fastback body), long range, and dynamic, never-boring driving manners.
The latter are due to the technical updates introduced with the facelift, which brought in the 300-hp rear-wheel-drive setup (and that’s just the base version), which remains the primary configuration even in this 421-hp, 740-Nm Dual Motor variant. It’s not the one fitted with the Performance Pack, which boosts output to 476 hp and adds an even more dedicated suspension, but this one still holds its own just fine.
Hey! Did you know we have a Telegram channel? You can subscribe here to remain updated with all the last news from car and tech industries.
The Polestar 2 is just different
Compared with the first versions, the Polestar 2 only changes at the front, with the grille now closed to bring it closer to the much bigger Polestar 3. I personally think it looked sportier with the open grille, but I like it this way — it’s a more functional choice too, helping hide the countless sensors and radars this car is equipped with.
There are also new colours, showcased here by the Nordic Edition of this test: Vapour grey, the standard colour that makes it very elegant and great for photos; the bio-attributed MicroTech fabric seats, because sustainability still matters; and the new seatbelt design featuring Polestar’s signature ochre stripe — beautiful from afar, but a bit “cheap” up close because the execution isn’t perfect.
There’s also the use of dark wood trim, always pleasant, and the feeling of a car that still feels human, not sterile. There is, of course, a touch display with built-in Android Automotive, but it’s not huge. Even the matte digital cluster doesn’t clash too much with a cabin that’s cocoon-like, slightly claustrophobic, and not very spacious in the rear.
This is the variant which, although very powerful, is tuned more for comfort, despite a generally firm and pleasantly taut setup. Another nice touch: the fixed glass roof with a projected Polestar logo and 3D effect.
Solid and dynamic
From the very beginning, given the type of car and its proportions, Polestar envisioned this model as its anti-Tesla Model 3. In reality, it costs significantly more than a Model 3, matches it in range, but beats it in driving dynamics and build quality. In my view, it also wins in completeness and simplicity of the ecosystem. Yes, the software could still improve a lot (the app especially), but Polestar is the only manufacturer that also integrates Tesla’s Superchargers into its Polestar Charge system, which activates all charging stations across Europe — a real advantage.
Speaking of which, the declared range for this Dual Motor version is 596 km (around 300 km on the motorway and 550 km in mixed driving at temperatures below 5°C), while the single-motor rear-wheel-drive version — the one to get — claims 659 km. Charging is relatively quick too: 205 kW peak, a bit better even than the Polestar 4, which theoretically sits on a native EV platform unlike this one.
Back to driving: yes, I know many will insult me (such is life!) but it drives wonderfully. The on-paper specs are already impressive: 421 hp, 0–100 km/h in four seconds, and a top speed of 205 km/h (sadly limited). Credit goes to the rear-drive-centric layout, even in this dual-motor setup, and to a chassis tuning that looks, feels, and is unmistakably European.
But the magic also lies in its simplicity: there are no drive modes. You can set the traction control to a sort of intermediate “Sport” mode and adjust steering weight, but that’s it. It doesn’t quite have the brutal punch of a Model 3 or some other cars, but that actually makes the 2 easier to drive smoothly — in the city or when an overtaking opportunity comes up. And, above all, it’s much kinder to your stomach.
Even the brakes are a real strong point, considering its substantial weight, while the weak spot is the brake pedal feel, which can sometimes be a bit numb or slightly delayed. And yet, with its long range, strong performance and great steering feel, the Polestar 2 is one of those rare modern cars that makes you want to drive a lot — preferably with music on, thanks to the standard Bowen & Wilkins audio system or the optional Harman/Kardon.
