The updated 2 was worthy enough in entry-level, rear-drive form - how about with AWD and more than 450hp?
There was always a lot to like about the Polestar 2: it was handsome, very well built, extremely user-friendly, obligingly swift and, yes, properly desirable in a way that so many EVs aren’t. It was an impressive opening gambit , the 2 immediately establishing Polestar among the big players and laying the foundations for the broader range expansion now in play.
However - and excuse a slight presumption - the prospective buyer of a top-of-the-range 2, the Long Range Dual Motor with Performance Pack, will likely be more concerned with the Polestar’s credentials as a driver’s car. If the fastest and most focused one doesn’t make the miles more enjoyable, then the lesser 2s surely look more persuasive. This flagship can count in its favour more power than before as well as the promise of a bit more fun plumbed into the four-wheel drive setup.
The powertrain gains are undoubtedly worthwhile; this certainly feels faster than the original 408hp car we drove three years ago, and it’s a more efficient one as well. Where that test car in varied use got down to 2.27mi/kWh, this one - at a similar time of year - was at the 2.44 mark. Still not amazing, but you never drive how the test does, and it’s close to Polestar’s claim of up to 9 per cent better efficiency.
After all, it’s seemingly much keener on the tangible upgrades to mark out a proper performance model, like the Ohlins Dual Flow Valve dampers. As before, they’re only available with the 2 Performance Pack , and lend the car some real enthusiast kudos. Stick ‘Ohlins’ in the classifieds search box and everything that comes up is dream garage material. For the Polestar, the dampers drop the ride height from 151mm to 146mm and offer 22 manually adjustable settings .
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