Let’s start with slightly shocking fact. The Polestar 2 (there is only one power option for now) is quicker to 62mph than a rear-wheel-drive Porsche Taycan, and it costs about £20,000 less as standard. That is impressive enough on its own, and is because the Polestar 2 has a 204PS (150kW) motor on each axle. That 408PS (300kW) total, combined with 660Nm (487lb ft) of torque is enough to propel the Polestar 2 to the magic 100km/h (62mph) mark in 4.7 seconds (the Taycan takes more than five), despite needing to shift over 2.1 tonnes of Swedish engineering around. Top speed is 127mph, with the dual motor makeup meaning a 50/50 split of torque between the two axles. When you really hit the throttle hard the acceleration is truly startling, and with this car on the optional Öhlins dampers there is very little in the way of unfortunate lurch, even with so much mass being shifted.
But don’t let that make you think the Polestar 2 is a sportscar. Four hundred horsepower is a truly phenomenal amount in a saloon, but it’s becoming pretty standard in EVs. While you will truly rocket away from almost anything else in a line there’s really no hiding that 2.1 tonnes when you need to shift left or right. That’s not to say it’s a rolling mess, but you really do feel that you are arguing that mass around corners and the steering is not going to provide a massive amount in the way of feedback. Stick to enjoying the Polestar as a rapid car rather than a proper performance machine and everything will be well.
Those Öhlins dampers – fancy adjustable dual flow things – are part of the optional Performance Pack, which adds 20-inch forged alloys, impressive four-calliper Brembo brakes and the snazzy gold valve caps and seatbelts. As much as we love the belts, I would probably avoid the Performance Pack. It really doesn’t seem to add much, and the adjustment to the dampers can only be done on a ramp (rather than in the Polestar 1 where it was under the bonnet, the adjustment is on the suspension on the 2). The standard settings are a little too firm at times, although nothing to the form of overkill, but I just don’t imagine many would ever adjust the dampers. I actually spent time missing the ability to change into a comfort mode on the screen. If you lose the Performance Pack then there’s no difference in straight line speed, so you’ll still have yourself an incredibly rapid, comfortable, car.
What is good in terms of adjustment is one pedal driving. Now prevalent on lots of electric cars there’s three levels of adjustment to the system, off, low or normal, allowing a nice array of changes to the amount of regen depending on your driving status. You can also adjust the steering feel, with light being best for in town manoeuvring and firm being the only one we’d use day to day as standard just feels a bit light. Both are adjusted with absolute simplicity on the screen, so it does just make you wish you could also change the dampers from the driving seat.