Werbung
Werbung

VM Tour Check Polestar 2 LR Single: With the second, you drive better!

The model update with a new drivetrain, now on the rear axle, has done the cool crossover from the Swedish Chinese company a lot of good. Now not only the performance fits, but also the range. First impressions.

Smooth Sailing: The 220 kW motor provides ample traction - and consumes significantly less, at least on a first tour to the Stubai Mountains. | Photo: J. Reichel
Smooth Sailing: The 220 kW motor provides ample traction - and consumes significantly less, at least on a first tour to the Stubai Mountains. | Photo: J. Reichel
Werbung
Werbung
Johannes Reichel

The ZDF motto could easily also apply to the Polestar 2, in a double sense: With the revision of the 2-series from the Chinese-Swedish brand, the flat crossover significantly gains in long-distance quality. At least, a first tour from Munich towards the Stubai Alps, covering over 320 kilometers, suggested as much, with the electric vehicle efficiently completing the journey at 19 kWh/100 km gross, including charging losses. In operation, the Valeo-Siemens synchronous motor, now relocated to the rear axle, only pulled 16.6 kWh/100 km through the lines, representing a clear improvement. We drove roughly half on the highway at 120 to 130 km/h and the other half on country roads at a moderate pace, mind you, on "real" Michelin Pilot Alpin winter tires. The Eco climate mode was activated, yet it was never cold in the cozily and modernly styled crossover, unmistakably Scandinavian.

Closed Front Section as a Style Feature

Whether the new and closed vehicle front contributed to the improved efficiency is debatable. In any case, the 1.47-meter flat, and thus refreshingly different from the standard SUV high-rise architecture, 4.60-meter fastback sedan cuts a good figure in the wind. It is quiet inside the high-quality and very stylishly processed interior, which also sets high standards in terms of sustainability and circularity, with features such as birch wood decor, WeaveTech leather, traceability of materials like cobalt, mica, 3TG. The China-Swedes promise that 85 percent of the vehicle is already recyclable.

The clear, calm design of the controls without the rampant eye-catching effects presents no mysteries, and the consistent application of Android Auto and proven Google tools ensures quick voice recognition and navigation, including now Tesla-level electric route planning with battery status at the destination. Naturally, an (optional) Harman-Kardon system, which delivers fantastic sound, should not be missing, even if it comes at an extra cost on top of the confident base price of 55,000 euros for the Long Range Single Motor version with an 82 kWh battery. For that price, a higher-quality key than the black plastic box should be included, along with a keyless go system, especially since the vehicle starts keylessly and without the need for an anachronistic button press, as is self-evident with Tesla.

Great Suspension

The Polestar offers a lot of driving fun, especially when choosing the firmer steering setting. The suspension, equipped with Öhlins shock absorbers, feels like the proverbial board and is beautifully balanced, without demanding undue and awkward hardness, and the confident steering provides more feel than the slightly synthetic control in the Tesla Model 3. Additionally, the Swede has a fortress-like, creak-free build quality compared to the Californian. No rattling from the underbody, and it's exemplary quiet even at higher speeds. The Brembo brakes apply firmly should the "One-Pedal-Drive" setting of the three-stage recuperation not suffice. One should not forget the brake pedal at traffic lights, though. The crawl mode can also be activated as desired. In terms of driving characteristics, the Polestar 2 is definitely the better Model 3.

Not abundant, but decent space

However, not in terms of space utilization: Especially in the back, where there is good but not abundant space, the bulky tunnel obstructs potential third passengers. Even in the front, the fortress-like center console restricts movement. Drivers significantly over 1.90 meters can no longer find a suitable seating position and might have to wedge the steering wheel between their knees like in a toy car. The trunk is also smaller than in the Model 3, as is the frunk compartment (41 liters), but with 407 to 1,097 liters, it's still plenty large, and it has the advantage of a large tailgate, which almost turns the Polestar 2 into a small station wagon. Naturally, a Swedish car wouldn't be complete without a ski hatch.

In terms of driver assistance, the Polestar might not promise an "Auto Pilot," but what it has onboard works well, meaning Level 2 of automated driving. The 2 holds distance and lane securely, warns of collision risks or objects in the blind spot. Only the speed could be automatically and independently reduced a bit more.

500 kilometers are definitely achievable

In total, 500 kilometers of range are quite achievable if the speed reserves of the very sporty and completely sufficient 220 kW unit, which at Polestar reach up to 205 km/h, are not exhausted. The acceleration also benefits from the better traction after moving the motor from the front to the rear axle. With a dry jerk and 490 Nm, the China-Swede starts off strong, and you can only just discreetly feel the vibrations of the unit. A nice "Siemens"-like, industrially-inspired humming accompanies the seamless acceleration process. In terms of performance, you will hardly notice a real difference on the highway compared to the Dual Motor sibling, which then offers 310 kW and 740 Nm on two drive axles but also provides 60 kilometers less range. A negligible investment of 4,000 euros, in everyday use, even the 220 kW can hardly be fully utilized.

Some may find the base model sufficient

Compared to the Standard Range model, the Long Range also scores with a faster 205-kW CCS charger instead of the 135-kW module. The 10-80 percent charge is then completed six minutes shorter because the Single Range only has to be filled with 69 kWh. For this, the 200-kW Single costs 4,000 euros less. And with a bit of goodwill, it might also scratch the 500-kilometer mark. It's definitely worth considering, especially since you can reduce the cradle-to-cradle CO2 footprint of the battery, which Polestar lists transparently, from 5.9 to 4.6 tons.

Incidentally, thanks to a lot of fine-tuning in cell chemistry, this now only accounts for the second-largest item in production after aluminum (26%), with 22% for the Long Range module, ahead of steel and iron (19%), and electronics (10%). Incidentally, production is not carried out in Sweden like (still) with the Volvo siblings, but in Chinese Taizhou, however, completely with solar energy, which saves half a ton of CO2 per vehicle, as the manufacturer advertises. Sure, the Polestar 2 costs more than a Tesla Model 3. But for the increased quality it offers, it is worth the (extra) price.

Translated automatically from German.
Werbung

Branchenguide

Werbung