- 165 kW on the front axle and the small 64 kWh battery are enough for the new basic model for less than 42,000 euros?
- Half the number of motors, half the torque
- The different battery manufacturers
- No performance package for the single-engine version
- Conclusion: 8.5 out of 10 points
- Picture gallery: Polestar 2 (2021)
165 kW on the front axle and the small 64 kWh battery are enough for the new basic model for less than 42,000 euros?
If you have previously used a Polestar 2 flirted, you really didn't have a choice. Only one model with all-wheel drive and a large 78 kWh battery was available – the brand calls this derivative "Long Range Dual Motor".
Now the situation is changing and Polestar is changing brings the number 2 with front-wheel drive and two battery options. If you take the "Standard Range Single Motor", the entry price drops dramatically. Does it make sense? test!
The first of many good news: In terms of appearance, nothing really changes on the vehicle if you opt for the basic model. The Scandinavian-cool and high-tech exterior design remains unchanged. You can only tell the difference from the small stickers on the front ends of the front doors as the exact model name. Our test car now no longer says 300 kW, dual motor and 78 kWh, but 165 kW, single motor and 64 kWh.
Half the number of motors, half the torque
In order to switch from the twin-engine to the single-engine Polestar 2, the manufacturer has removed the rear drive. This not only reduces the performance on the data sheet. The torque is also halved from 660 Nm to 330 Nm. The resulting 0-100 km / h time worsens from 4.7 s to 7.4 s, but that's actually still fast and completely sufficient. However, it now happens more often that the exclusively driven front wheels require ESP intervention – especially on wet roads.
Because Polestar would rather move away from the performance claim with the single engine derivatives (the statements to opt for front-wheel drive instead of rear-wheel drive and the fact that the speed limit is now limited to 160 km / h are pretty clear) , you won't notice a big difference in the not-too-ambitious everyday operation.
It gets a bit more top-heavy in corners, but the weight distribution has inevitably had to shift forward. From a pretty perfect 51/49 to a still good 55/45. Another side effect is that the lack of an engine on the rear axle has reduced the curb weight. Polestar can save a little more than 100 kilograms in this way. If the small 64 kWh battery is also on board, the mass drops by another 54 kg.
That compensates for a lot of lost agility and despite the extremely rich roadholding you can get a certain light-footedness from the single engine. Incidentally, in order to compensate for the weight difference between the 64 and 78 series, the AC permanent magnet synchronous motor from Valeo-Siemens in the long range can produce 170 and thus 5 kW more. Kind.
The different battery manufacturers
So while we only think a little wistfully of the dual motor during acceleration orgies on slippery surfaces and on the still unlimited motorway, a look at the figures for average consumption and possible ranges compensates us.
Theoretically, 540 km are possible with the 78 kWh battery from LG, which consists of 324 pouch cells. With all-wheel drive it is 60 km less with the same energy storage device. No wonder: After all, there are 19.4 kWh / 100km and 17.1 kWh / 100km according to the WLTP.
The smaller battery, which we also tested, provides an electric range of 440 km and is composed of 288 prismatic cells that are organized in 24 modules. This memory is manufactured by CATL. The different charging speeds then result from the different structure of the two battery options. While the long range models can refuel with up to 155 kW of electricity, the standard range vehicle only manages a maximum of 116 kW.
As a rule, 116 kW should be sufficient. Especially since the battery is smaller anyway and all models have in common that under optimal conditions it can be charged from 10 to 80 percent in 35 minutes. With the entry-level 2, we therefore hang on to a 200 kW column from EnBW when it rains, 10 degrees Celsius and an initial charge of 14 percent. And lo and behold: after less than 15 minutes we are back at over 50 percent (sufficient for the rest of the test route) and a maximum of 118 kW was even charged for a short time.
The new base price is exactly 41,930 euros and goes surprisingly well with the Tesla Model 3 Standard range with rear-wheel drive, which is available from 40,970 euros (although the manufacturer's share of the environmental bonus of 3,000 euros net for the Californians has already been deducted). The range is also comparable: The Tesla is supposed to achieve 448 WLTP km – just eight kilometers more than the Polestar 2. If it is to be the Polestar 2 long range single motor, you have to expect a surcharge of 3,000 euros for the 14 kWh larger battery.
No performance package for the single-engine version
The equipment list at Polestar is otherwise just as tidy as the superbly designed and finished interior. In principle, you only have to decide on a paint job (1,000 euros extra if it shouldn't be the black "Void"). And whether it should just be the plus or the pilot package. The 6,000 euro performance package, on the other hand, is reserved for the dual motor. Sportiness and such. With Ohlins shock absorbers, Brembo brakes and lots of gold-colored details.
The plus package contains a panoramic glass roof, a fantastic sounding 250 watt audio system from Harman Kardon, heated seats in the front and rear for the electrically adjustable seats in the first row, a three-stage steering wheel heating and a new heat pump.
The latter uses the ambient heat and the heat from the drive train for air conditioning. The aim is to achieve a range of up to 10 percent at low temperatures – most effectively in the temperature range between 5 and 15 degrees Celsius. Polestar would like 4,500 euros for these bundled options.
The pilot package, which costs 3,500 euros, also contains the pixel LED headlights with LED fog lights, a cruise control system, a lane departure warning system, the semi-autonomous driving system (Pilot Assist), a 360-degree camera, parking beeper, blind spot warning system and a cross-traffic assistant.
With all-wheel drive in the test … and also the competition: Video: Polestar 2 in the test – very good!
Tesla Model 3 Performance (2021) in the test: The other three
Over-the-air updates can also be used to optimize vehicle control via the 12.3-inch driver display behind the steering wheel and the 11.15-inch center display. Although the simply structured and currently probably best infotainment system on the vehicle market (operated with Google software) is so far ahead of the competition that it can almost scare you. But the first customers of a Polestar 2 will certainly have noticed that the system suddenly supports Dolby Surround and that the pre-air conditioning can be found in the system.
Conclusion: 8.5 out of 10 points
The Polestar 2 with front-wheel drive, 165 kW and a small 64 kWh battery leaves nothing to be desired when driving and would be our everyday model of choice, which is 5,470 euros cheaper than the Long Range Dual Motor. Criticism of the overall package? Heavy! When we go inside, only two points come to mind. The range display could not only work in 5 or 10 kilometer steps and the recuperation setting needs a shortcut somewhere. But when we talk about operating a Tesla with shortcuts think …
Picture gallery: Polestar 2 (2021)
Polestar 2 Standard Range Single Motor
engine 1 AC permanent magnet synchronous motor Valeo-Siemens
Gear type Single stage
drive Front wheel drive
power 165 kW (224 hp)
Max. Torque 330 Nm
battery 64 kWh nominal (288 prismatic cells, NMC, 24 modules from CATL)
Charging port Up to 116 kW (DC) // Up to 11 kW (AC, 1- or 3-phase)
Charging time 35 min (10 – 80%, DC) // 7 h (3-phase 16 A)
Electric range 440 km (WLTP)
Acceleration 0-100 km / h 7.4 s
Top speed 160 km / h
length 4,606 mm
broad 1,985 mm
height 1,479 mm
Empty weight 1,940 kg
Trailer load 1,500 kg
Trunk volume 405 – 1,095 l (+ 35 – 41 l in Frunk)
Base price 41,930 euros
Price of the test car 47,430 euros
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