Update 12/1/23: This review has been updated with test data for the single-motor Polestar 2.
Update 6/11/24: This review has been updated with test data for the dual-motor Polestar 2.
Don't call this a refresh. Polestar claims it doesn't do the whole traditional mid-cycle update thing, and given the constant tweaks the Polestar 2 electric hatchback has received since launching, that tracks. Every model year has seen a new variant or adjusted power and range. For 2024, the Polestar 2 gets its most comprehensive upgrade to date, making this EV an even more appealing introduction to the fledgling automaker that specializes in electric cars.
Changes Outside and Under the Hood
The 2 looks a little different now, thanks to a new "SmartZone"—the part of the front fascia that houses most of its forward-facing sensor and camera tech. When painted white, it looks like a single, comically wide tooth.
The tire offerings have changed as well; both single- and dual-motor base variants now come standard with 19-inch wheels and Michelin all-season tires. The Performance trim upgrades to 20-inchers with Continental SportContact 6 summer rubber, but folks hunting for a middle ground can swap out the lesser trims' 19s for optional 20s with Continental PremiumContact 6 summer tires.
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The single-motor entry model—now priced at $51,300, a $1500 bump over 2023—picks up the most notable adjustments. A new electric motor now powers the rear wheels rather than the front ones. Output rises dramatically to 295 horsepower (up from 228 horses) and 361 pound-feet of torque (versus 243).
Driving the Single-Motor Polestar 2
It only takes a single stab of the right pedal to notice the difference. The RWD Polestar 2's accelerator mapping makes it easy to start smoothly, with pickup dramatically improved over last year's model. Sixty mph now arrives in a brisk 5.5 seconds, a big jump from the FWD model's 6.8 seconds. At the quarter-mile mark, the RWD Polestar 2's 14.2-second, 97-mph pass positively routs the old FWD model's 15.3-second, 93-mph run. Passing at highway speeds is easier too—the added power shaves the 50-to-70-mph time from 3.8 to 3.2 seconds—but still requires some forethought. In nearly any daily-driving situation, the newfound vim is more than ample.
The passive dampers do a commendable job in corners, allowing just a bit of lean without feeling wishy-washy. When we tested the front-drive Polestar 2 on 19-inch Michelin Primacy 4 tires, we managed 0.88 g on our 300-foot skidpad, the same figure we squeezed out of the rear-drive model on the new but very similar Michelin Primacy All Season rubber. Cabin noise at 70 mph remains unchanged at 69 decibels.
A new 79.0-kWh lithium-ion battery from CATL bumps EPA-estimated range from 270 miles up to 320 while also increasing the peak DC fast-charging rate from 155 to 205 kilowatts. During our 75-mph real-world range test, we only managed 250 miles, a far cry from EPA estimates. That being said, this new powertrain still outperformed its predecessor by 30 miles.
The dual-motor Polestar 2 and the Performance variant stick with a 75.0-kWh lithium-ion LG Chem battery. Range increases for the dual-motor, too, though; thanks to a newfound ability to power off and decouple the front motor under certain conditions, EPA-estimated range is up from 260 miles to 276 (the exception is the Performance, down from 260 to 247 miles). Our real-world Performance Plus range test stopped after 230 miles—not too far from the EPA estimate and expectedly a bit behind the more efficient rear-drive base model. DC fast-charging remains at 155 kilowatts for dual-motor models, and Level 2 charging on all Polestar 2 models is pegged at 11.0 kilowatts.
Driving the Dual-Motor Polestar 2
Dual-motor models—$56,700 for the base, $64,400 for the Performance Plus—pick up some powertrain benefits too. They combine the RWD model's new synchronous motor with a new induction front motor, bumping horsepower to 416 on the base car and, strangely enough, lowering it slightly to 449 on the Performance. Torque rises to a meaty 546 pound-feet for both trims. By Polestar's estimates, the Performance's 60-mph time is 0.1 second quicker than before (4.1 seconds versus 4.2). Our test of a 2023 model produced a 3.9-second sprint, so it didn't come as a surprise when we managed a blistering 3.7-second run to 60 with the updated Performance variant. It keeps on hustling, too, rushing through the quarter-mile in 12.4 seconds at 108 mph. It helps that the Performance Plus keeps its weight in check; at 4728 pounds on our scales, it's only 212 pounds heavier than the rear-drive 2.
Our dual-motor time was limited to the Performance variant, which was fine by us. The torque injection more than makes up for the negligible horsepower drop; this Polestar 2 feels just as zippy as the old one, and our test results reinforce that. The Öhlins dampers at each corner are decidedly firm in their factory setting, but like before, they can be adjusted, and since adjusting the rears is rather difficult, owners get a free annual suspension adjustment through their dealer. When the going gets curvy, the 2's seats don't hug as well as we'd like; a little extra lateral bolstering would go a long way. Regardless of where we slid in the seat, though, we averaged 0.89 g on the skidpad, which is grippier than the rear-drive model by just 0.1 g. The relatively gentle nature of the regenerative braking lets you put just a little more weight on the nose without upsetting midcorner balance, making for a slight uptick in dynamic entertainment.
For all Polestar 2 models, steering weight is adjustable, and the stiffer mode adds a bit of artificial heft, but we preferred it in its standard configuration. One-pedal driving is possible with the strongest regenerative braking setting, but it still could stand to be a little more aggressive. When you need the friction grippers, though, they work well, bringing the Performance Plus to a stop from 70 mph in 160 feet and requiring a little more than double that distance from 100 mph.
The cabin is largely the same across the lineup, with a too-tall center tunnel that leads to mild claustrophobia and a general lack of storage. The Google-based infotainment system is as easy to use as ever; it's tough to gripe when Google Maps is the standard onboard navigation app. When we did our best Linda Tripp impression and pulled out the microphones for the all-wheel-drive model, we recorded a 71-decibel din at 70 mph, only a couple ticks above the rear-drive Polestar 2.
Polestar 2 New Options Packaging
Polestar also adjusted its options packaging. Single-motor models can pick up the $2000 Pilot package that adds adaptive cruise control, swiveling LED fog lights, and the Pilot Assist suite of active and passive driver aids—this same pack is standard on dual-motor Polestar 2s. The Plus package used to be $4200 but is now $2200, and it bestows both drivetrain layouts with a heat pump, a Harman/Kardon sound system, a panoramic glass roof, heating for the rear seats and steering wheel, a power liftgate, and more. The Performance pack now automatically adds both the Plus and Pilot packages, in addition to the slick 20-inch wheels, Öhlins dampers, gold seatbelts, and more.
Sadly, given the Polestar 2's current production and parts sourcing, it is ineligible for Inflation Reduction Act tax incentives if you purchase it, but it's still eligible if leased. Thankfully, the wealth of upgrades thrown in the 2's direction for 2024 should broaden its appeal.
Specifications
Specifications
2024 Polestar 2 Plus
Vehicle Type: rear-motor, rear-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $53,500/$56,750
Options: Pilot package, $2000; Midnight Metallic paint, $1250
POWERTRAIN
Power: 295 hp
Torque: 361 lb-ft
Battery Pack: liquid-cooled lithium-ion, 79.0 kWh
Onboard Charger: 11.0 kW
Peak DC Fast-Charge Rate: 205 kW
Transmission: direct-drive
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 13.6-in vented disc/12.6-in vented disc
Tires: Michelin Primacy All Season
245/45R-19 102V M+S POL
DIMENSIONS
Wheelbase: 107.7 in
Length: 181.3 in
Width: 73.2 in
Height: 58.2 in
Passenger Volume, F/R: 55/38 ft3
Cargo Volume, Behind F/R: 39/16 ft3
Front Trunk Volume: 1 ft3
Curb Weight: 4516 lb
C/D TEST RESULTS
60 mph: 5.5 sec
1/4-Mile: 14.2 sec @ 97 mph
100 mph: 15.2 sec
130 mph: 34.8 sec
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 5.6 sec
Top Gear, 30–50 mph: 2.1 sec
Top Gear, 50–70 mph: 3.2 sec
Top Speed (gov ltd): 130 mph
Braking, 70–0 mph: 166 ft
Roadholding, 300-ft Skidpad: 0.88 g
C/D FUEL ECONOMY
Observed: 89 MPGe
75-mph Highway Range: 250 mi
EPA FUEL ECONOMY
Combined/City/Highway: 115/124/106 MPGe
Range: 320 mi
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2024 Polestar 2 Dual Motor Performance Plus
Vehicle Type: front-and rear-motor, all-wheel-drive, 5-passenger, 4-door hatchback
PRICE
Base/As Tested: $64,400/$65,650
Options: Magnesium Metallic paint, $1250
POWERTRAIN
Front Motor: induction AC, 181 hp, 184 lb-ft
Rear Motor: permanent-magnet synchronous AC, 268 hp, 361 lb-ft
Combined Power: 449 hp
Combined Torque: 546 lb-ft
Battery Pack: liquid-cooled lithium-ion, 75.0 kWh
Onboard Charger: 11.0 kW
Peak DC Fast-Charge Rate: 155 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 14.8-in vented, cross-drilled disc/13.4-in vented disc
Tires: Continental SportContact 6
245/40R-20 99V POL
DIMENSIONS
Wheelbase: 107.7 in
Length: 181.3 in
Width: 73.2 in
Height: 58.0 in
Passenger Volume, F/R: 55/38 ft3
Cargo Volume, Behind F/R: 39/16 ft3
Front Trunk Volume: 1 ft3
Curb Weight: 4728 lb
C/D TEST RESULTS
60 mph: 3.7 sec
100 mph: 10.1 sec
1/4-Mile: 12.4 sec @ 108 mph
Results above omit 1-ft rollout of 0.2 sec.
Rolling Start, 5–60 mph: 3.8 sec
Top Gear, 30–50 mph: 1.5 sec
Top Gear, 50–70 mph: 2.1 sec
Top Speed (gov ltd): 128 mph
Braking, 70–0 mph: 160 ft
Braking, 100–0 mph: 322 ft
Roadholding, 300-ft Skidpad: 0.89 g
C/D FUEL ECONOMY AND CHARGING
Observed: 89 MPGe
75-mph Highway Driving: 92 MPGe
75-mph Highway Range: 230 mi
Average DC Fast-Charge Rate, 10–90%: 71 kW
DC Fast-Charge Time, 10–90%: 58 min
EPA FUEL ECONOMY
Combined/City/Highway: 95/100/90 MPGe
Range: 247 mi
Cars are Andrew Krok’s jam, along with boysenberry. After graduating with a degree in English from the University of Illinois at Urbana-Champaign in 2009, Andrew cut his teeth writing freelance magazine features, and now he has a decade of full-time review experience under his belt. A Chicagoan by birth, he has been a Detroit resident since 2015. Maybe one day he’ll do something about that half-finished engineering degree.
