The Polestar 2 was the first model launched in Australia by the Swedish electric vehicle (EV) brand, and the battery-powered liftback has just received yet another update to keep it fresh in first-generation form.
Launched globally in 2020 before making its Australian debut in 2021, the Polestar 2 is largely unchanged five years later – at least on the surface. There have been slight cosmetic tweaks here and there, but the most significant change to date has been the switch from front-wheel drive to rear-wheel drive for single-motor variants.
It’s still a niche vehicle here, and while Polestar recorded 38.5 per cent year-on-year sales growth in 2025, the Polestar 2 was the only model in its three-model lineup to post a drop in sales.
For 2026, the Chinese-owned Scandinavian brand has rolled out a raft of minor tweaks. Chief among them is a new Qualcomm Snapdragon processor, a new battery at the bottom of the range with much faster charging, and a new sandy paint colour called ‘Dune’.
The ‘Long range Dual motor Performance’ variant has now also been made a permanent member of the range and includes the optional Plus Pack as standard, while rear-wheel drive ‘Long range Single motor’ variants remain the same as before.
Polestar Australia invited media to Victoria’s Yarra Valley region to sample updated Polestar 2 Long range variants. Have the tweaks kept the brand’s cheapest model relevant in a growing segment of the market?
How much does the Polestar 2 cost?
The Polestar 2 still starts at $62,400 before on-road costs, though the top-spec Performance has jumped to $85,080 before on-roads now that the Plus Pack (typically $4700) is standard.
| Model | Price before on-road costs |
|---|---|
| 2026 Polestar 2 Standard range Single motor | $62,400 |
| 2026 Polestar 2 Long range Single motor | $66,400 |
| 2026 Polestar 2 Long range Dual motor | $71,400 |
| 2026 Polestar 2 Long range Dual motor Performance | $85,080 |
Its most direct rival is the Tesla Model 3, which ranges from $54,900 to $80,900 before on-roads, and offers similar variant options to the Polestar 2. That means there are base rear-wheel drive trims and a hotter performance model.
Meanwhile, the entire BYD Seal range is considerably cheaper. The Dynamic and Premium are both rear-wheel drive and cost $46,990 and $52,990 before on-roads respectively, while the range tops out at $61,990 before on-roads for the all-wheel drive Performance.
Otherwise, the all-new Mazda 6e is soon due to arrive with a predicted sub-$55,000 price tag, which could make it a compelling rival as a fellow China-sourced electric liftback sedan.
To see how the Polestar 2 stacks up against the competition, use our comparison tool
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What is the Polestar 2 like on the inside?
Practically identical to before, which is to say visually simple and very minimalist.
There are hardly any buttons in here – not physical ones, anyway. Once you’re in and have taken the time to electrically adjust your seat, you’ll find the Polestar 2 offers a clean, comfortable and very ergonomic interior.
Technology is what Polestar is about, and the headline feature is that 11.15-inch portrait-style infotainment touchscreen, which is your primary control centre for the entire vehicle. It’s so important that you can perform a full system reset by holding down the ‘home’ button at the bottom of the screen, should anything… play up.
Entertainment applications are also available here, but it is still disappointing that Apple CarPlay is only wired via one of the two USB-C ports under the central display. That isn’t a dealbreaker given CarPlay isn’t available at all on the Model 3, but it is still something we’d like to see.
The alternative is Polestar’s built-in Android Auto system with Google integration, which means Android phone users will feel more at home. It’s also worth mentioning the new Qualcomm processor here, which doesn’t have any observable effect, though the screen is snappy in terms of both loading times and response.
A bonus in top-spec variants is the optional Bowers and Wilkins sound system, identifiable by the lone tweeter perched on the dashboard. This system is certainly punchy and crisp, and you can customise the sound to mimic various spaces, including a large concert hall.
When any app interface is open, Polestar’s brutalist icons and controls remain accessible via permanent ribbons at the top and bottom of the display. The bottom is where you’ll find climate-related controls, and the top is for various shortcuts like vehicle settings.
All of the menus are populated by large black and orange square buttons, with information presented in Polestar’s characteristic no-nonsense typeface.
Polestar’s characteristic black and orange buttons are certainly distinctive, and we won’t argue that having such bold and basic design elements is in any way distracting. These menus are exceptionally easy to navigate and read at a glance, and the same can be said for the instrument display.
It’s a simple screen with stripped-back speedometer and power meter readouts, as well as plenty of other basic information scattered around. A button on the steering wheel will also bring up the native maps integration, which is nice to have.
The only real complaint about the interior concerns material choice: while we do like the way all the ‘environmentally friendly’ surfaces look, we don’t love the use of gloss-black plastic in some variants, even if it isn’t everywhere. It’s found in places like the steering wheel’s buttons and the centre console.
Certain variants get woodgrain-look material on the centre console instead, which is dull in finish but nicer to look at than the easily scratchable plastic – not to mention more durable, too. Similarly, the gear selector itself looks like a cheap piece of plastic, which is strange given everything else is fairly sleek.
At least the leather-wrapped steering wheel is of high quality, with a generous diameter and thickness, if a little on the chunkier side. Other areas, like the armrests, are appropriately padded, and tasteful Polestar logos appear as Easter eggs on the Plus Pack’s glass roof and gear selector.
As for storage, you have two cupholders up front, though only one is exposed; the other is inside the central storage box and is removable. Storage space is compromised with it in place.
There are also bottle holders in the door cards, slots in the sides of the centre console (albeit without a large tray or pass-through underneath), and a traditional passenger-side glovebox. You can tuck your phone away below the central display when plugged in, which is also where you’ll find the wireless charging pad that can be deactivated if need be.
Stepping into the back of the Polestar 2 reveals a comfortable space. Headroom has been preserved because the roof line remains high towards the back of the vehicle, but you have less legroom than in a Model 3.
Legroom for those seated in the middle will be impacted by a large driveline hump. Comfort items back here include two rear-facing air vents and a pair of USB-C ports.
The Polestar 2’s boot is acceptable but not outstanding. While there’s enough space, the load floor is relatively low compared to the boot opening, which can make loading heavy items more difficult.
The cargo floor is otherwise flat, and you get a storage net on the right-hand side to keep smaller items captive. There’s also an under-floor cubby that’s relatively deep, making it ideal for storing the car’s charging cable.
A powered tailgate is standard across the range, though you only get a foot sensor with the Plus Pack, which means it’s now standard on the Polestar 2 Long range Dual motor Performance. Unfortunately, there’s no spare wheel, but that isn’t all that uncommon for EVs.
All up, the Polestar 2 is fundamentally solid inside, even if there haven’t been any real changes. While it’s ageing well despite being the brand’s oldest model, we don’t blame you if you want a more traditional setup.
| Dimensions | Polestar 2 |
|---|---|
| Length | 4606mm |
| Width | 1859mm |
| Height | 1479mm (1473mm with Performance Pack) |
| Wheelbase | 2735mm |
| Cargo capacity | 407L (rear seats up) 1097L (rear seats folded) 43L (under-floor boot storage) 41L (under-bonnet storage) |
To see how the Polestar 2 stacks up against the competition, use our comparison tool
What’s under the bonnet?
Multiple different powertrain configurations are available across the range, but you’ll find a 41-litre storage cubby under the bonnet in all variants. Two different battery sizes are available, along with rear- or all-wheel drive, depending on the trim.
| Specifications | Standard range Single motor | Long range Single motor | Long range Dual motor | Long range Dual motor Performance |
|---|---|---|---|---|
| Drivetrain | Single-motor electric | Single-motor electric | Dual-motor electric | Dual-motor electric |
| Battery | 70kWh li-ion | 82kWh li-ion | 82kWh li-ion | 82kWh li-ion |
| Peak power | 200kW | 220kW | 310kW | 350kW |
| Peak torque | 490Nm | 490Nm | 740Nm | 740Nm |
| Drive type | Rear-wheel drive | Rear-wheel drive | All-wheel drive | All-wheel drive |
| Kerb weight | 2042kg | 2081kg | 2185kg | 2182kg |
| 0-100km/h (claimed) | 6.4 seconds | 6.2 seconds | 4.5 seconds | 4.2 seconds |
| Energy consumption (claimed) | 14.9kWh/100km | 14.8kWh/100km | 15.8kWh/100km | 16.8kWh/100km |
| Claimed range (WLTP) | 554km | 659km | 596km | 568km |
| Max. AC charge rate | 11kW | 11kW | 11kW | 11kW |
| Max. DC charge rate | 180kW (10-80% 26 mins) | 205kW (10-80% 28 mins) | 205kW (10-80% 28 mins) | 205kW (10-80% 28 mins) |
The base Standard range Single motor variant swaps its 69kWh nickel manganese cobalt (NMC) battery from LG Chem for a 70kWh NMC unit from Chinese manufacturer CATL, bumping WLTP driving range from 546km to 554km.
There has been a more substantial jump in its DC fast-charging rate, which is now rated at 180kW instead of 135kW. There have been no mechanical tweaks to the remaining three variants.
Polestar’s local launch event offered two different hour-long routes for us to assess the updated 2. As multiple members of the media cycled through each Polestar 2 variant, we didn’t have enough time in any one car to record a representative real-world energy consumption figure.
That said, an hour of spirited driving in the top-spec Long range Dual motor Performance resulted in energy consumption of roughly 26kWh/100km, while driving more ‘normally’ in a Long range Single motor returned a more efficient figure of around 15kWh/100km.
To see how the Polestar 2 stacks up against the competition, use our comparison tool
How does the Polestar 2 drive?
Again, much the same as before, which isn’t a bad thing.
There’s still no start/stop button, which will be a learning curve for those unfamiliar with Polestars or even Teslas. Instead, you just hop in and put your foot on the brake to wake the car up, after which you can flick the gear selector to Drive and set off.
Once you are moving, it’s easy to settle in. There’s not much sound to be heard when trundling at low speed, apart from a muted electric motor whirr, as Polestar has outlined that it isn’t a fan of fake engine noise or other such gimmicks – I have to agree.
As such, there’s an air of class to the Polestar 2. In keeping with the tech’s simplistic graphics and the car’s minimalist identity, it’s incredibly easy to adjust a few settings and dial everything in to your liking.
The screen’s vehicle settings shortcut brings you to a tidy menu with just a handful of thoughtful options. You have three levels of steering weight and regenerative braking strength, an on/off switch for auto-hold, a dedicated Sport Mode button, and that’s it.
Of course, you can also adjust some of the car’s safety-assist tech, but there’s very little need, given that it’s mostly well-calibrated by default. That makes the Polestar 2 an easy car to adjust to, and the driver is still afforded a high degree of control once you’re used to the lack of buttons.
As for the driving settings, we find the lightest steering option far too flimsy, and the regen braking levels too strong for my liking. I’ve never been a fan of one-pedal driving so, even if Polestar’s system works quite well, I found it better to just disable it.
Otherwise the Polestar 2 is a nice car to drive. We spend a fair amount of time in the middling Long range Single motor, which we found to be appropriately quick, nimble, and even somewhat fun.
The Polestar 2 handles well by default, but the fact the Long range Single motor is rear-wheel drive makes it all the more engaging. Throw it into a tight turn and you’ll notice the way the rear-end pivots, yet it never feels unwieldy or out of control – the standard brakes are strong, and Sport Mode livens things up by increasing the stability control’s intervention threshold.
It’s rare for an EV to behave like this, particularly one that isn’t billed as a performance car. It’s also worth remembering this car used to be front-drive – examples of which Polestar had on hand for comparison’s sake – which makes this rear-drive package all the more commendable.
The Long range Dual motor Performance is a different beast entirely. With loads of power and all-wheel drive as standard, this version of the Polestar 2 is the most brutal when it comes to acceleration, yet also the most satisfying when it comes to handling.
It’s the only variant to get manually adjustable Öhlins dampers – even if you have to use a spanner to adjust their 22 levels of firmness – and therefore brings a noticeable chassis upgrade over the rest of the range. Passive as they may be, the middle-of-the-road tune they come with out of the box strikes a good balance between comfort and handling, though all variants remain undeniably firm.
We were most impressed by the car’s grip levels in high-intensity driving. With quality rubber, we never felt any major traction loss, giving a real sense of confidence and making this car more capable than most drivers. It has no problem pulling up either, thanks to good Brembo brakes.
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Its steering is also rewarding, with good weighting in its heaviest setting. There’s a good mix between stability and feedback, and it responds to quick changes of direction without hesitation.
It’s about as complete a package as you’ll get from a performance EV. We’d be interested to see how it changes with different suspension settings, but it’s still a little odd to us that the Polestar 2 isn’t fitted with adaptive damping. Road noise could also be a touch quieter.
As for the safety systems we touched on, we didn’t get the chance to fully test the car’s driver assistance gear. We did notice that its adaptive cruise and lane centring functions struggled on higher-speed country roads, with general hiccups in both staying centred in its lane and maintaining a consistent speed around tighter bends.
It’s likely better suited to highway driving, which isn’t the end of the world. And refreshingly, we had no issues with driver attention monitoring or passive lane-keeping, all of which makes this a pleasant EV to spend time behind the wheel in.
To see how the Polestar 2 stacks up against the competition, use our comparison tool
What do you get?
There are four variants in the Polestar 2 range. As part of the 2026 update, the top-spec Long range Dual motor Performance now gets the Plus Pack as standard.
2026 Polestar 2 equipment highlights:
- Single-motor or dual-motor powertrain
- 19-inch alloy wheels
- Tyre repair kit
- ‘Standard dynamic chassis’
- Automatic LED headlights
- Rain-sensing wipers
- Charcoal embossed textile upholstery
- ‘3D-Etched deco’ inlays
- Power-adjustable, heated side mirrors
- Power-adjustable front seats with lumbar and position memory
- Heated front seats
- Wireless phone charger
- 12.3-inch digital instrument display
- 11.2-inch touchscreen infotainment system
- Built-in Google apps and services, incl:
- Google Maps
- Google Assistant
- Google Chrome Beta browser
- Spotify
- YouTube
- Waze
- Prime Video
- Wired Apple CarPlay and Android Auto
- Connected services (12 months complimentary)
- DAB+ digital radio
- 2 x front USB-C ports
- 2 x rear USB-C ports
- 8-speaker sound system
- Dual-zone climate control
- ‘Mid-level’ interior illumination
- Power tailgate
Polestar 2 Long range Dual motor Performance adds:
- Performance software upgrade (350kW)
- 20-inch Performance forged alloy wheels
- Swedish gold four-piston Brembo brake calipers
- Drilled ventilated brake discs
- ‘Polestar Engineered performance chassis’
- Öhlins manually adjustable dampers (22 settings)
- Panoramic glass roof
- LED front fog lights with cornering function
- Bio-attributed MicroTech charcoal upholstery
- Black Ash deco inlays
- Power-adjustable front seats
- 4-way power lumbar
- Driver memory
- Front cushion leg extension
- Swedish gold seatbelts
- Backrest storage nets
- Power tailgate with kick sensor
- Grocery bag holder in boot
- 13-speaker Harman Kardon sound system
- ‘High-level’ interior illumination
- Digital key
The Performance software upgrade is also available for Long range Dual motor variants without the Performance pack.
Options
Multiple option packs are available for the Polestar 2.
Performance Pack ($8980, only available with Long range Dual motor) adds:
- Performance software upgrade (350kW)
- 20-inch Performance forged alloy wheels
- Swedish gold four-piston Brembo brake calipers
- Drilled ventilated brake discs
- ‘Polestar Engineered performance chassis’
- Öhlins manually adjustable dampers (22 settings)
- Swedish gold seatbelts
Plus Pack ($4700, standard on Long range Dual motor Performance) adds:
- Panoramic glass roof
- LED front fog lights with cornering function
- Bio-attributed MicroTech charcoal upholstery
- Black Ash deco inlays
- Power-adjustable front seats
- 4-way power lumbar
- Driver memory
- Front cushion leg extension
- Backrest storage nets
- Power tailgate with kick sensor
- Grocery bag holder in boot
- 13-speaker Harman Kardon sound system
- ‘High-level’ interior illumination
- Digital key
Pro Pack ($1900) adds:
- 20-inch Pro alloy wheels in graphite
- Black seatbelts with Swedish gold striping
- Swedish gold valve caps
Climate Pack ($1500) adds:
- Energy saving heat pump
- Heated wiper nozzles
- Heated steering wheel
- Heated rear seats
Other options on the Polestar 2 include:
- Pixel adaptive LED headlights: $1600 (requires Plus Pack)
- Rear privacy glass: $500
- Bridge of Weir animal welfare-secured leather upholstery in Zinc: $4800 (requires Plus Pack)
- Bridge of Weir animal welfare-secured leather upholstery in Charcoal: $4400 (requires Plus Pack)
- 14-speaker Bowers and Wilkins sound system: $3500 (requires Plus Pack)
To see how the Polestar 2 stacks up against the competition, use our comparison tool
Is the Polestar 2 safe?
The Polestar 2 boasts a five-star ANCAP safety rating, based on testing conducted in 2021 by sister organisation Euro NCAP.
| Category | Polestar 2 |
|---|---|
| Adult occupant protection | 92 per cent |
| Child occupant protection | 87 per cent |
| Vulnerable road user protection | 80 per cent |
| Safety assist | 82 per cent |
Standard safety equipment includes:
- 8 airbags, incl:
- Front
- Side
- Inner-side
- Curtain
- Adaptive cruise control
- Autonomous emergency braking
- Vehicle, cyclist, pedestrian detection
- Steering support
- Reverse AEB
- Auto-dimming side mirrors
- Blind-spot assist
- Cross-traffic alert and assist
- Emergency stop assist
- Front, rear and side parking sensors
- ‘Indirect tyre pressure monitoring system’
- Lane-keep assist
- Pilot Assist
- Post-impact braking
- Run-off road Mitigation
- Surround-view camera
- Traffic sign recognition
To see how the Polestar 2 stacks up against the competition, use our comparison tool
How much does the Polestar 2 cost to run?
Polestar Australia backs its range with a five-year, unlimited-kilometre vehicle warranty. The brand says the Polestar 2 generally “doesn’t need to be serviced for up to two years or 30,000km”, though the car’s onboard diagnostics will alert the owner if servicing is required sooner.
| Servicing and Warranty | Polestar 2 |
|---|---|
| Warranty | 5 years, unlimited kilometres |
| High-voltage battery warranty | 8 years, 160,000km |
| Roadside assistance | 5 years |
| Service intervals | 24 months or 30,000km |
| Capped-price servicing | 5 years or 100,000km |
| Total capped-price service cost | $1131 |
For reference, Tesla doesn’t outline service pricing or intervals for the Model 3, and warranty durations are practically identical.
BYD, meanwhile, outlines clear 12-month or 20,000km service intervals for the Seal, along with capped service pricing for 11 years. For comparison’s sake, the first five years of Seal servicing will cost a total of $1805, or an average of $361 per year.
To see how the Polestar 2 stacks up against the competition, use our comparison tool
CarExpert’s Take on the Polestar 2
The Polestar 2 may not have changed much with this latest update, but you could argue that its maker has sensibly decided against reinventing the wheel for what is an already pretty accomplished model.
With just minor improvements to its tech functionality and a handful of quality-of-life features, the Polestar 2 has received another round of refinement to further bolster its credentials as a more premium Model 3 alternative. You may not be wowed by the higher-capacity infotainment processor or faster base-model charging, but they’ll certainly prove worthwhile in terms of the ownership experience.
This is particularly the case for the range-opening variant, which we expect will continue to be the pick for fleet and business buyers, for which downtime due to slower charging or technical bugs should be reduced. As for private buyers, the Long range Single motor remains a sensible choice.
Its screen-heavy interior doesn’t take too long to adapt to, and it offers plenty of dynamic character to keep you entertained on the road. As outrageous and feature-packed as the Performance flagship may be, it’s a niche variant and isn’t a particularly logical buy, especially given the breadth of more sensible options available across the range.
All in all, the Polestar 2 remains a strong choice in the electric sedan space, and its age doesn’t seem to be holding it back too much.
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