2024 Polestar 2: Plot improves with Act II

The Polestar 2, launched in 2020, has served as the core model for the electric performance brand under Volvo Cars.

For 2024, the Polestar 2 packs more power, range and content — along with a higher sticker price. It went on sale in August.

In a notable change, the single-motor variant shifts from front- to rear-wheel drive.

The latest Polestar 2, like the Volvo XC40 and Volvo C40 with which it shares a platform, receives a new permanent magnet electric motor and new silicon carbide inverters to help boost efficiency and performance. It also gets larger, improved lithium ion batteries.

A new motor produces 299 hp, 68 hp over the current model. The car promises 320 miles of driving range and a 0 to 60 mph time of 5.9 seconds.

The dual-motor Polestar 2 starts at $56,700, including shipping — a 6 percent price hike over the 2023 model. The increase is offset by a previously optional $3,400 driver-assistance and safety package that is now included as standard equipment.

The all-wheel-drive variant, now with a rear-drive bias, produces 421 hp and delivers up to 276 miles of driving range. The front motor can be disengaged when not needed to boost efficiency and extend range.

We've rounded up some early reviews from the automotive press.

"If the old Polestar 2 felt a bit, well, Volvo-y, the new 2024 model definitely hits more on the BMW side of the spectrum. Both single- and dual-motor variants feel like altogether more engaging cars than before.

The most obvious difference between the 2024 model and earlier versions is in steering feel. The steering on old models felt more SUV-like than sport sedan, with the car resorting to terminal understeer when pushed hard. The new single- and dual-motor Performance variants of the 2 instead feel sporty and well-balanced. Steering is well-weighted, quick and precise, with great feedback from the road. Single motor models' steering setups are slightly more organic feeling — we suspect that's due to the car having less weight on the nose — but both are genuinely enjoyable to unwind on a good back road.

The Polestar 2's ride — which like pre-refresh models borders on firm and flinty no matter the trim — pays off in bends, too. The 2 manages its weight well, with just a hint of Subaru WRX-like hunker when you dive into a corner, easily managed with a dab of throttle.

Speaking of, while neither will knock your socks off in the same way a Tesla Model 3 might, both are engaging in their own right. The single-motor variant unquestionably wins the most improved award; instead of fighting torque steer when accelerating hard off the line, the new permanent magnet motor puts its power down confidently, zipping off the line much in the same way a turbocharged four-cylinder sport sedan might. It does, however, struggle for passing power, and accelerative force notably drops off north of 50 mph. The dual-motor version has a broader power curve, seemingly always ready to leap forward with a subtle flex of your right foot. Polestar says that dual-motor 2s regularly dis- and re-engage the front axle for efficiency, but try as we might we couldn't feel the system at work."

— Christian Seabaugh, Motor Trend

"The single motor 2's enhanced speed is immediately noticeable from behind the wheel. It's a few tenths quicker to 60 mph than the BMW i4 eDrive40 and more than half a second quicker than a base Tesla Model 3, with a satisfying gut punch of instant torque off the line. Even better is the midrange acceleration, which feels rapid at highway passing speeds. The regenerative brakes are so strong with one-pedal driving enabled that I rarely have to touch the pedal, though you can put the regen on a low setting or turn it off completely.

You can toggle between three different steering settings, each increasing the firmness and weight; I prefer the heaviest setting. There's a good amount of feedback from the steering wheel and it's easy to make minor corrections without any twitchiness. The rear-drive 2 has a 48/52 weight distribution, and the heavy battery pack lends it a low center of gravity. The ride is firm without being stiff, with minimal body roll in corners. There's also a lot less understeer than before, and the rear-drive 2 is easier to rotate. While not an outright performance car, the single motor Polestar 2 is a blast to drive on a good road.

An ESC Sport mode lessens the stability control's input, allowing for more playful handling. Stability control can't be completely switched off, nor can traction control, but I don't know why you'd want to anyway. It is disappointing that there's no performance tire option for the single motor 2 – whether you choose the base 19-inch wheels or the optional 20s, you get Michelin Primacy all-season tires that are great for efficiency but not for grip or fun. The rear-drive 2 is already one of the most enjoyable EVs to drive, and with a nice set of summer tires it would be even better."

— Daniel Golson, InsideEVs

"If you're looking for a reason to choose the 2024 Polestar 2 (or even a past version of the 2) instead of a Tesla Model 3, we'd like to direct your attention to the interior. Whereas the bestselling Tesla is spartan and techy, the Polestar is comparatively comforting and luxurious. A variety of textures work together to form a cohesive design in the Swedish car, from the base textural fabric and three-dimensional plastic trim, to the Plus Pack's comfy Weavetech textile and wood, to the upper-level embossed nappa leather. No matter how it's configured, the look manages to straddle the line between sensibly functional and modern.

Unfortunately (and unlike the Tesla), the Polestar 2 has a raised tunnel between the seats despite the fact that it has no transmission or driveshaft. Polestar told us that future cars — the 3, 4, 5 and 6 have already been announced — will ride on a skateboard platform with a flat floor. If passenger space, particularly for rear-seat occupants where headroom is limited and the seatback isn't adjustable, is of paramount concern, competitors such as the Model 3 and Hyundai Ioniq 6 are superior alternatives. So are those with hatchback/SUV body styles, including the Ford Mustang Mach-E, Hyundai Ioniq 5, Kia EV6 and Volkswagen ID4.

There's the expected centrally located touch screen to control most of the car's infotainment features, which are all powered by an Android-based operating system. Unlike its main competitor, there is also a lovely digital instrument cluster directly in front of the driver. For would-be buyers with disdain or skepticism for the one-big-screen ownership experience, this second screen may be a deciding factor in Polestar's favor. Both screens look crisp, with good graphics and well-chosen colors. We used Google Assistant and Google Maps, both standard applications in the 11.2-inch infotainment screen, and everything worked flawlessly. Sending the navigation guidance to the 12.3-inch screen in front of the driver equals an excellent user experience. We also confirmed Apple CarPlay worked without a hitch. Speaking of hitches, all Polestar 2s can tow up to 2,000 pounds."

— Jeremy Korzeniewski, Autoblog

"Don't call this a refresh. Polestar claims it doesn't do the whole traditional midcycle 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.

The single-motor entry model — now priced at $51,300, a $1,500 bump over 2023 — picks up the most notable adjustments. A new electric motor now powers the rear wheels rather than the front. Output rises dramatically to 295 hp (up from 228 horses) and 361 pound-feet of torque (vs. 243). Polestar estimates a 60-mph time of 5.9 seconds, which would be a big improvement over our test of the 2022 front-wheel-drive base model, which required 6.8 seconds to reach that mark.

It only takes a single stab of the right pedal to notice the difference. The rwd Polestar 2's throttle mapping makes it easy to start smoothly, with pickup dramatically improved over last year's model. Passing at highway speeds is easier but still requires some forethought. In nearly any daily-driving situation, the newfound vim is more than ample. Standard twin-tube dampers do a commendable job in corners, allowing just a bit of lean without feeling wishy-washy. The newly standard all-season tires don't throw much noise into the equation—yet another benefit, as the formerly standard summer tires weren't exactly ideal for staying quiet or maximizing range.

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."

— Andrew Krok, Car and Driver

"The 2024 Polestar 2 can be had in two flavors: the rear-wheel-drive $51,300 single motor Polestar 2 with 299 hp and 320 miles of range, or the all-wheel-drive $56,700 dual motor model with 421 hp and 276 miles of range. Both come with 19-inch Michelin tires, although 20-inch Michelins are optional. But they will reduce your range to 307 miles with the single motor and 266 miles with dual motors. Dual motor models can be fitted with an optional $5,500 Performance Pack, increasing hp to 455, while reducing range to 247 miles, and its 0 to 60 mph time to 4.1 seconds from 4.3 seconds.

All Polestar 2s see recharging times drop by a third, with an 80 percent charge taking as little as 28 minutes using a DC fast charger — if you can find one that works.

Still, unless you require all-wheel drive, there's little reason to choose it over the single motor model, a fact made plain in my test of both models in a glorious late-summer drive.

There's little doubt that the dual motor Polestar 2, especially when equipped with the Performance Pack, feels quicker and more responsive than the single motor model, but the latter makes up for it with its lighter weight and a noticeable rear-wheel-drive attitude. When entering a corner, the Polestar 2 single motor settles in and hunkers down, allowing its tail to rotate through the corner in an automotive ballet that's immensely satisfying. Its regenerative braking, which captures energy generated while decelerating, allows you to expertly feather the throttle smoothly, making this EV a refined, athletic dance partner. It's as beautifully balanced as ever, and far more engaging.

For those who tow, the Polestar 2 can yank 2,000 pounds and has a tow hook that pops up front behind the rear bumper."

— Larry Printz, Tribune Media Services