The Polestar 2 isn’t new. But with the sweeping changes to the 2024 base model, it may as well be. Polestar switched the entry-level version of “the Deuce” from front-wheel-drive to more driver-friendly rear-wheel drive, and added more power; the new Polestar 2 RWD receives an added 68 horsepower (now putting out 299 hp) and 118 lb-ft of torque (up to 361 lb-ft). On top of that, a larger 82-kWh battery pack bumps the EPA-rated range to 320 miles.
You would expect this dramatically enhanced EV to take a big jump in price … but it didn’t. Polestar kept Polestar 2 pricing more or less the same. Plus, ongoing lease deals as of this writing are bringing the monthly payments below $400 per month (though admittedly, after a substantial cash outlay up front).
So, here we have a good EV that’s affordable, comes from a solid brand and sounds fun to drive on paper. That had me intrigued. I’ve been looking to put an electric car in my family’s garage for a while, but I’ve been turned off by the prices. But the RWD Long Range Polestar 2 is as close as I’ve come to pulling the trigger.
Fortunately, my interest coincided with Polestar loaning me a new 2024 model at home for a week to test it in real life — and, no less, during the season I would most worry about having a rear-wheel-drive car in Michigan: winter.
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The Polestar 2 RWD is pleasant to drive
Whether you’re in it for a long-haul commute or just doing short errands, the Polestar 2 RWD proves an eager companion. It’s not a car begging you to take it to the limit, but it’s smooth, and the extra power (even with access to it reduced by a cold battery) is more than adequate. By normal car standards, its 5.9-second 0-60 mph acceleration would feel downright quick.
Polestar doesn’t overwhelm you with driving adjustments. You can dive into a menu to adjust the steering weight and regenerative braking level, but that’s about it. I fell into a good groove with moderate steering heft and Polestar’s one-pedal driving mode, which is less abrupt than other EVs’ version. The suspension is a bit stiff on bumpy pavement, but the bumps merely register, rather than jostle your jowels.
I don’t need or want a vehicle that’s going to light my hair on fire at this stage in my life. The Polestar 2 is efficient, handles well, does little that’s annoying on the driving front and meets me at my level.
The Polestar 2 is practical enough for family duty
The Polestar 2 isn’t quite as practical as a crossover would be for family duty, but it works. The interior draws from the Tesla minimalist playbook, but it’s decently spacious. Thanks in part to the added height of the battery below the floor, the Deuce offers a good ride height for easy entering and exiting. I was able to fit my kids’ car seats in the back without an issue, and the Polestar 2’s quasi-hatch styling at the rear makes for a capacious trunk.
Polestar’s built-in Google infotainment system is clear, simple and great for getting things done quickly and getting your eyes back on the road. And having Google built-in also means having the gold-standard Google Maps built in as the native navigation system.
The only quirk for me was the cupholders. The Polestar 2 has two, but one is tucked under the center armrest, which made picking up coffees for my wife and myself a tad awkward.
The Polestar 2 RWD is fine for cold weather … with some caveats
As with any EV, range takes a hit in the cold. My tester arrived with an estimated 220 miles of range on a 93-percent charge. It was 41 degrees outside. Volvo also gives approximate range estimates, so that number could dip without warning. I left the aforementioned coffee shop with 90 miles of range; after driving 1.8 miles home in the chill, the estimate was 70 miles.
The RWD 2 drove pretty well in winter conditions. I had one slight slide on a patch of black ice, but that would have foiled any car. My tester was fitted with winter tires rather than standard all-seasons. That’s something you should do, but might try to get away with not doing on a leased car (especially the 27-month leases Polestar is offering). After all, adding a set of new treads and a Level 2 charger negates some of the savings that come with the lease deal.
As you’d expect of a car company with Swedish roots, the defrost system works quickly and excellently. The rub is, the car doesn’t have a start button, which meant I couldn’t (or couldn’t figure out how to) run the defrost without sitting in the car with my kids for a few minutes and waiting before going to school. I also got winter sludge on my rear camera mirror, exacerbating the car’s already-extant rear visibility issues.
Will I lease the 2024 Polestar 2 RWD?
I’m still debating. I like the Polestar 2, and the value proposition in RWD form is a strong plus for me. But I also have a unique use case that complicates matters: because I test so many press cars, “my car” must make sense for both partners in my relationship. The ideal use case would be my wife using it as a commuter car while reserving our family crossover for kid duty.
And my wife wasn’t really that enamored with the Polestar 2. She loves Volvos, but — like most casual car market observers — doesn’t know what Polestar is. And unlike Genesis, Polestar’s subtle, normcore branding (note the body color logo) doesn’t really lure you in to find out what it is.
And while I’m body-style agnostic, my wife views crossovers as more premium; she doesn’t want to be a sedan person. A Polestar 3 crossover is coming, but it’s likely to be out of our price range.
Counterpoint: The Polestar 2 RWD holds down the fort for mainstream EV sedans
I’m writing this from a media test drive event for the 2024 Honda Prologue, the brand’s first big stab into the EV market. And as interested as I am to see how it performs, part of me keeps wishing, man, why couldn’t they just build an electric Accord?
The still-nascent non-luxury electric car space is severely lacking in vehicle that aren’t SUVs. If you want a sedan for under $60,000, there’s basically the Tesla Model 3, the Hyundai Ioniq 6 and the Polestar 2. Sure, Polestar may be a premium brand, but as Tyler pointed out, the Deuce is being priced to move. Even if you’d rather buy outright — something I still don’t recommend for EVs — the Polestar 2 RWD is right around the same price as the Prologue’s FWD base model, which packs way less power and wears the same badge as a Civic. Sure, the Polestar’s interior is a little somber and the infotainment system occasionally frustrating — why are the icons so small? Why don’t I have constant one-button access to the radio or nav? — but overall, it feels like a lot of car for the money.
The RWD Deuce also manages to strike what feels like the ideal balance of performance and range. Instantaneous EV torque makes it feel quicker than its 5.5-second 0-60-mph time (as tested by Car and Driver) would suggest, and while no one’s likely to confuse it with a Panamera in the curves, it’s well-balanced and pleasant to drive, thanks to that centrally-mounted battery and rear-wheel-drive power. As anyone who’s ever used a shopping cart knows, pushing is more fun than pulling.
Oh, and if you’re worried about slipping and sliding in the snow and slippery stuff, there’s some extra good news: at least as of this story’s publication, the AWD Polestar 2 — which sacrifices about 15–20 percent of its range for all-wheel grip and a 4.3-second 0–60 sprint — costs the same price as the RWD version, whether you buy or lease. Like we said, priced to move. —Will Sabel Courtney
Photo by Will Sabel Courtney2024 Polestar 2 Long Range RWD
Pros
- Solid power with 299 hp and 361 lb-ft of torque
- Excellent 320 miles of EV range
- Practical, if not overly plush, interior
Cons
- Rear visibility is awkward
- Loses substantial range in even moderate cold
- Is a sedan rather than a crossover
Powertrain: Single-motor electric drive, 82 kWh battery pack
Horsepower: 299
Torque: 361 lb-ft
EPA-Rated: 320 miles
Seats: 5
