2024 Polestar 2 Dual Motor Review - Not A Smart Time To Be Sexy Anyway

Chris Tonn
by Chris Tonn

Fast Facts

2024 Polestar 2 Dual Motor Performance Plus Fast Facts

Dual electric motors (455 total system horsepower, 546 lb-ft total system torque)
Single speed, all-wheel drive
Fuel Economy, MPGe
112 city / 100 highway / 106 combined (EPA Rating)
Fuel Economy, Le/100km
2.4 city / 2.6 highway / 2.5 combined (NRCan Rating)
Estimated Range
247 miles / 397 kilometers
Base Price
$64,400 U.S. / $76,850 CAN
As Tested
$69,650 U.S. / $83,350 CAN
Prices include $1400 destination charge in the United States and $2,650 for freight, PDI, and A/C tax in Canada and, because of cross-border equipment differences, can’t be directly compared.

Like it or not, electric vehicles are part of our world today. While I shall never tire of the sweet sounds and scents of internal combustion, a number of forces are converging to make it entirely possible that we shall see the end of the traditional gasoline engine as we know it within our foreseeable lifetimes. We may grasp onto our fuel pumps with our cold, dead hands, but for those who appreciate buying and driving new cars somewhat regularly, we need to get on board with the alternatives.

And maybe sock away something with an engine in a place, far outside the wire, that used to be a farm. You know, something to keep as new, from a better, vanished time.

Anyhow, it’s rather interesting that while most of the auto industry has been veering toward crossovers and SUVs for the past two decades, the most popular electric vehicles by far are, functionally, sedans. While this 2024 Polestar 2 is technically a hatchback, most visual indicators would put this in the sedan category. The Performance Plus package fitted here even makes this a sports sedan, or even a hot hatch. Does this get a charge out of you?

Yes, the Polestar 2 is a Chinese-manufactured vehicle. Looking through lenses both geopolitical and labor-specific, this could be problematic. I know that there are a great many readers who will never consider this or any Chinese-built car for those reasons. But at least for now, it seems as if a great deal of the raw materials going into electric cars are coming from China - so there may be a minor carbon footprint win in assembling the entire car where the batteries are made. That may be a stretch, I’m sure, but there may be an argument to be made in that realm.

Now, if you look at this Polestar 2 through another lens - namely, my Japanese-made Nikon lens used in these photos, there may be another conclusion. It’s very hard to call this an aesthetically-appealing vehicle. The slightly-raised ride height, paired with the high belt line, low roof, and stubby tail are unusual design choices, though Polestar’s sister company Volvo was not often known for (P1800 aside) stunningly beautiful exterior styling. I don’t love the look of the Polestar 2. But after a few days of driving it, the design becomes familiar enough, and while it’s not sexy, it’s serviceable and quickly becomes anonymous.

The interior, too, unsurprisingly reminds of modern Volvos. This is less of a bad thing than the exterior, as the minimalist interior here looks elegant and feels quite good. My tester had the $4000 optional Nappa ventilated leather seats, as soft and as plush as you’d hope for from a nearly seventy thousand dollar car. Not that the price is all that extravagant considering the average price of a new car, really, and if you want a more affordable Polestar 2 you can get into a more basic single-motor rear-drive model for a bit over $50k delivered.

The rear hatch area seems–on paper– a bit cramped at just over 14 cubic feet, but it’s a very usable space, made even better by rear seats that fold. I kinda dig the sturdy folding cargo divider, seen here deployed, which kept a load of lasagna I was delivering to two score hungry high schoolers from sliding about.

The infotainment is all Google based as in most Volvos, but it seems to have improved since the last time I’ve used it. Controls are a bit snappier than I’ve experienced in the past. I still hate that I must use the central touchscreen for basically any HVAC control, however. Tell 12-year-old Chris that one of his biggest gripes about new cars when he’s middle-aged is the lack of buttons, and he’d look at the dashboard of dad’s GM10 Pontiac and laugh you right back into your time machine.

About that price - yeah, sixty-nine grand is a big stack of cash for a compact-to-midsized sedan. Remember, however, that this is the dual-motor variant that gives you extra horsepower over the single-motor (272 to 299 horsepower, depending on battery selected). The dual motor can either be 421hp or 476hp like in my Performance Pack tester. But adding motors and power saps the range, as expected. A single motor variant can handle 320 miles on a single charge, where the standard dual motor is rated for 276 miles. This performance trim steps down even further to 247 miles. But it’s quick and handles incredibly well for what it is. Polestar quotes 40 minutes to charge from 10 percent to 80 percent at 150kW, which seems in line with how the car charged for me at a nearby DC fast charging station.

The adjustable Ohlins dampers on the Performance Pack do a remarkable job of keeping everything planted, though the ride quality does seem to get a bit jiggly when the roads become especially Ohio-like. Oh, and you get yellow seatbelts when you spend the extra cash for the Performance Pack, too.

If I’m buying a 2024 Polestar 2, I’m not choosing the Performance Pack. I don’t even need a dual motor variant, as I don’t need the ability to street-race out of a commuter. A single-motor, long-range Polestar 2 gives me 320 miles of range for about $55,000 once you add the $2000 Pilot Pack which gives you adaptive cruise control and pilot assist (basically, lane centering). That’s an attractive price compared to the established competition. It isn’t sexy. But it does the family commuter thing quite well.

[Images © 2024 Chris Tonn/TTAC.com]

Become a TTAC insider. Get the latest news, features, TTAC takes, and everything else that gets to the truth about cars first by  subscribing to our newsletter.

Chris Tonn
Chris Tonn

Some enthusiasts say they were born with gasoline in their veins. Chris Tonn, on the other hand, had rust flakes in his eyes nearly since birth. Living in salty Ohio and being hopelessly addicted to vintage British and Japanese steel will do that to you. His work has appeared in eBay Motors, Hagerty, The Truth About Cars, Reader's Digest, AutoGuide, Family Handyman, and Jalopnik. He is a member of the Midwest Automotive Media Association, and he's currently looking for the safety glasses he just set down somewhere.

More by Chris Tonn

Join the conversation
5 of 56 comments
  • 28-Cars-Later 28-Cars-Later on Jan 09, 2024

    If I compare BEV to professional portable workstations (15/16/17in heavier laptops), I'd expect to see 60-75% off ATP in 24-28 months and rapidly depreciating thereafter (the Precision 5530 I'm typing on MSRP'd for $3600 but Dell plays loose with corporate discounts and thus the $320 I paid is probably less than 10% of it's ATP).

    Using Random1's figures as an example, current trading for his MY21 with those miles is $20,9 thus that's 36% of the cited purchase price but I assume out of warranty. This one example is in line with the depreciation of professional workstations, what will be interesting to see is if it continues and drops harder to 20% of ATP in the next 24 months. Stepping into one of these as a commuter for $10K doesn't seem very unreasonable, as I imagine the batteries were designed for a ten year lifespan.

    • See 2 previous
    • 28-Cars-Later 28-Cars-Later on Jan 09, 2024

      BEV is fundamentally a portable computer on wheels and much like them the useful life of a business class machine is far beyond three years. Business sometimes discards them too soon for warranty reasons or because the collusion in industry* forces them too, thus there is a great value to be had to those of us who understand this. Why would BEV be any different? They seem to be going with similar planned obsolescence model to PCs and "phones", it may be driven by battery technology/advancements but its still there and quite pronounced. Even EvilGM products didn't depreciate more than 60% in four or five model years, why has Polestar? Why has Model 3? The line between professional or consumer electronics and the automobile have been blurred, and while this will raise many questions does it also present opportunity [for beater rides]?

      Another similar consideration to PCs would be what happens when one of the mfgs decides to end-of-life (EOL) a product. Yes automobile models are discontinued all of the time, and historically this kicks 10% off of the model's resale, but the example continues to drive as it always did albeit it on the last ECU revision. But with OTA, they are literally deploying operating system patches on some interval like a PC. What happens when this stops? What happens to the valuations vs anything financed? Will we see an extended support come up from the BEV mfg for emergency security patches? Open source projects exist for certain hardware when the OEM drops support (such as DD-WRT, OpenWRT), should we expect an open source Tesla project and if so will Tesla fight it?


      I'm not trying to single you out, I'm sorry if you perceived it as such. I'm drawing a correlation between a product I know I can achieve great value on used and suggesting BEV may also become as such for the some of the same reasons. If in two or three years I'm right on the depreciation I think one would be a bargain for $10K, the highest mileage one listed in MMR is 40K. Even at 75K otc, a lot of used car for the money - at the right price.

      *Hardware in the PC world is made by a number of independent companies but the O/S and ultimately application ecosystem is controlled by Microsoft. This has been the case for decades, but in more recent years the O/S and ecosystem have been in more lock-step with the hardware mfgs. I.e. Windows 11 (without a hacked install) will generally not support anything less than 8th gen Intel processors, which effectively bins all of the otherwise functional machines below this (including Surface models from Microsoft). These sort of choices are made to sell new machines, no matter what is claimed.

  • Mdoore Mdoore on Jan 11, 2024

    Loved the Rush "Red Barchetta" reference.

  • Bd2 Probably too late to do anything about it for the launch, but Kia should plan on doing an extensive refresh of the front fascia (the earlier, the better) as the design looks really ungainly.
  • Namesakeone Since I include SUVs and minivans as trucks, I really cannot think of a brand that is truly truckless. MG maybe?
  • Sobhuza Trooper Subaru, they were almost there with the BRAT. --On a lighter note, where the hell is my Cooper Works Mini truck?
  • Mike Evs do suck, though. I mean, they really do.
  • Steve Biro I don’t care what brand but it needs to be a compact two-door with an ICE, traditional parallel hybrid or both. A manual transmission option would be nice but I don’t expect it - especially with a hybrid. Don’t show me an EV.