2025 Polestar 2 review | CarExpert

The Polestar 2 is a niche player in a fairly niche segment of the Australian auto market.

The mid-size battery-electric liftback first launched here in 2021, received slight cosmetic tweaks in 2022, and was given a more significant overhaul under the skin in 2023 that, most notably, switched it from front- to rear-wheel drive.

Those were all important – if not borderline mandatory – improvements for a model that came with much promise from an electric vehicle (EV) brand whose Australian launch coincided with this very car’s.

Polestar now has three models on sale here, and the Polestar 2 is both the cheapest and the oldest. That means the Chinese-owned Swedish auto brand has had plenty of time to get a foothold in the market with this car, and to establish it as the volume-seller of its range.

But its biggest hurdles are twofold. It still costs a pretty penny even at the bottom of the range, and Polestar is nowhere near established enough in Australia to build the trust and brand loyalty necessary to justify those prices, let alone convince people to pay them.

The Polestar 2 came into 2025 with price tag that were at least $5000 lower across the board than a year ago, which should have made it a more compelling prospect for those in the market for a medium electric sedan, and which had been expected to boost sales.

WATCH: Paul’s video review of the 2023 Polestar 2 Long range Single motor

But that hasn’t happened. And before you consider its rivals, the Polestar 2 isn’t even Polestar’s best-selling vehicle in Australia these days.

That distinction goes to the Polestar 4, a more radical, rear window-less, mid-size SUV that costs nearly $20,000 more than the Polestar 2. The 4 has so far managed 245 sales in 2025, while the 2 has recorded just 123 – which is at least more than the eye-wateringly expensive Polestar 3 large electric SUV, which has found 21 new homes this year.

In contrast, the Polestar 2’s most direct rival, the Tesla Model 3, has attracted 2046 buyers to the end of March 2025, while even the pricier BMW i4 notched up 309 sales and the cheaper BYD Seal managed 302. For some geographical context, the Model 3 and Seal are also built in China, but Tesla and BYD are more established in Australia.

On test here is the Polestar 2 Long Range Single Motor, which sits one rung from the bottom of a model range that offers distinctive Scandinavian design and tech, at a price. Is it worth paying extra for a relatively unknown EV?

How does the Polestar 2 compare?

View a detailed breakdown of the Polestar 2 against similarly sized vehicles.

Polestar

Polestar 2

How much does the Polestar 2 cost?

The Long Range Single Motor is the second-cheapest Polestar 2 variant on sale in Australia, priced at $66,400 before on-roads.

Across the board, it’s roughly $5000 cheaper now than it was as recently as 2024. That means it’s now closer to the Model 3 in particular, and therefore a much more realistic proposition for more Australian EV buyers.

That doesn’t mean it’s cheap though. The most comparable Model 3 is the base RWD, which costs $54,900 before on-roads. Stepping up to the Model 3 Long Range brings the price to within $1500 of the Polestar tested here, but that model has the advantage of all-wheel drive.

Meanwhile, the entire 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.

There’s also the lower-volume Hyundai Ioniq 6, which starts at $67,300 before on-roads.

To see how the Polestar 2 stacks up against its rivals, use our comparison tool

What is the Polestar 2 like on the inside?

Overwhelming in its simplicity, especially if you’re coming from an older car.

There are hardly any buttons in here – not physical ones, anyway. In fact, it’s so sparse that there isn’t even a button to turn the vehicle on; you instead just hop in, select Drive, and set off.

We’ll touch on that again in our drive impressions further down, but as someone with limited Polestar experience before driving the Polestar 2, I was thrown for a loop. We’d expect others to be the same upon initial acquaintance, though not if they’re used to Teslas.

Once you’re in and have a moment to soak everything up, you’ll find the Polestar 2 offers a comfortable, well-sorted interior. The seats are of a high quality in both their construction and finish, and are easily adjustable thanks to their powered movement.

A theme throughout this car (and all other Polestars) is the use of environmentally friendly materials, which tend to wear names like “animal welfare traced Nappa leather” or “vegan WeaveTech”.

Fortunately, there has been no compromise on material quality, and everything is comfortable and nice to interact with – not to mention pleasing for those worried about their carbon footprint. Everything in here has a trace of Mini, at least in appearance.

The lack of… well, anything, makes it a visually clean interior. Its headline feature is that 11.15-inch portrait-style infotainment system, which is your primary control centre for the entire vehicle.

Entertainment applications are expectedly found here, but it is somewhat disappointing that Apple CarPlay is only wired, via either of two USB-C ports under the central display. That isn’t a dealbreaker – the Model 3 doesn’t have CarPlay at all – but it is something we would like to see for this money.

As tends to be the case with wired phone mirroring connections, it’s at least reliable and isn’t at all prone to dropping out on the move. When the CarPlay interface is open, Polestar’s brutalist icons and controls will still be accessible via permanent ribbons at the top and bottom of the display.

The bottom is where you’ll find climate-related controls, and if you need more than what’s typically shown, you can swipe up from the bottom for more nuanced settings.

It’s a similar story at the top, where you have shortcuts for camera views, vehicle settings, apps, and user profiles.

They’re all fairly self-explanatory, but it’s still worth pointing out a couple of standout features. For one, the apps shortcut is where you’ll find the built-in Android Automotive program with Google integration.

It’s simple to navigate and takes the place of typical Android Auto. In here is also where you access Apple CarPlay and other native apps like the car’s range assistant.

Within the vehicle settings menu are the Polestar 2’s most crucial functions. Here, you can change the way the steering feels, which driver assists are active, how the motors behave, and just about anything else you’d want to fiddle with.

Once again we’ll delve into this later on, but the theme here is simplicity. The menus are all populated by large black and orange square buttons, with information presented in Polestar’s typical bland typeface.

It’s certainly distinctive, and we won’t argue that having such bold and basic design elements is in any way distracting. In practice, these menus are exceptionally easy to navigate and read at a glance – more than can be said about a lot of new cars with mountains of scrollable menus.

The same theme carries through to the instrument display. It’s a simple setup headlined by a stripped-back speedometer readout and power meter, along with other basic information scattered around the place.

The best part about it is just how functional it is, and that it has Apple Maps integration. There isn’t even much to scroll through in terms of separate menus; there’s only a couple, and they’re primarily there to show you trip information and energy consumption.

This is opened using the menu button on the right of the steering wheel. Things like volume can also be controlled using the directional buttons or the dial found on the centre console.

The only complaint we do have is regarding material choice, because while we do like the way all the ‘environmentally safe’ surfaces look, we don’t love the use of gloss black plastic, even if it isn’t everywhere. It’s found in places like the steering wheel, where it’s plastered all over the buttons.

There’s also a little bit around the funky-looking gear selector, as well as that small strip of controls ahead of it. It looks good new, especially when offset by the light-coloured woodgrain paneling in our tester, but even the little bits get grubby far too quickly.

Outside of that, the gear selector itself presents like a cheap piece of plastic, and it’s the only item in the cabin to do so. Sure, there are some other harder-wearing materials to protect against shoe marks, but they’re mostly out of sight.

The illuminated Polestar logo on the selector is a nice touch. We also like the leather-wrapped steering wheel, which is ‘just right’ in diameter and thickness, and offers a wide level of adjustment to suit practically all driving positions. Other areas, like the armrests, are appropriately padded.

In terms of storage, you have two cupholders up front, though only one is exposed; the other is inside the central storage box and is removeable. Storage space is compromised with it in place.

There are also storage slots and bottle holders in the doors, slots in the sides of the centre console but without a large tray or pass-through, and a traditional glovebox with no electric opening like in other Polestars.

Additionally, you can tuck your phone away below the central display when plugged in, which is also where you’ll find the wireless charging pad.

Stepping into the back of the Polestar 2 reveals a comfortable space. Headroom has been preserved because the vehicle doesn’t have a roof line that slopes aggressively towards the rear, but you’ll find less legroom than in a Model 3.

Legroom for those seated in the middle will also be compromised by quite a large driveline tunnel, but at least second-row occupants can bask under the panoramic glass roof on sunny days.

Items for comfort back here include two rear-facing air vents – albeit with no separate climate control interface – and two USB-C ports hidden under that circular lid.

There’s also a fold-down central armrest with cupholders, along with storage nets on the front seatbacks and storage cubbies in the doors.

Plus, you get more of that high-quality upholstery. It’s just disappointing that this vehicle platform’s internal combustion roots such as that raised centre hump continue to compromise interior space.

The Polestar 2’s boot is acceptable. While you get plenty of space, the load floor is fairly low in relation to the boot opening, making loading heavy items harder.

The floor is otherwise flat, and you get a storage net on the right-hand side to stop smaller items rolling around. There’s also an under-floor cubby that’s relatively deep, which is a perfect place to store items like a charging cable.

Making it easier to access is a powered tailgate, which can be opened using a button next to the steering wheel. You can also unlock the tailgate alone by pressing the button on the key.

Despite being largely a screen-only interior, you’d be surprised how easy it is to get up to speed. Then again, it is worth weighing up whether you’ll be able to stay patient for the first few months as you learn how to live with the Polestar 2.

It’s fundamentally no different to any other Polestar, but we don’t blame you if you still want a more traditional setup.

To see how the Polestar 2 stacks up against its rivals, use our comparison tool

What’s under the bonnet?

A storage cubby with 41 litres of capacity. The Polestar 2 Long Range Single Motor drivetrain comprises a single, rear-mounted electric motor producing up to 220kW of power and 490Nm of torque, with energy sourced from an 82kWh lithium-ion battery.

Our week with the car involved primarily highway driving, with some inner-suburban stints also thrown in. Despite the EV-unfriendly freeway skew, our recorded energy consumption was right in the ballpark of what Polestar claims.

To see how the Polestar 2 stacks up against its rivals, use our comparison tool

How does the Polestar 2 drive?

Once again in a no-frills fashion, which we appreciate.

The driving process starts when you unlock the vehicle. As mentioned above, there’s no start/stop button to press once you’re inside and ready to go.

Instead, the driver must simply depress the brake pedal and shift into Drive, after which the Polestar 2 is then ‘on’. It’s confusing at first, especially if you’ve not been shown around the car or are used to jamming a key into the ignition.

Once you’re used to it though, you’ll find it’s quite intuitive and not too dissimilar to a Tesla. Not that pressing a button is prohibitively difficult, but we like that you’re able to jump in and go on a whim, so long as the key is in your pocket.

To turn it off, simply pop it in Park, get out, and lock the doors. This will also take some getting used to, and you’d be forgiven for struggling to trust that your car is off and locked, at least in the teething phase.

Once you’re moving, unassuming is probably a word that may come to mind.

Even if the concrete-grey finish applied to our tester isn’t a dead giveaway, it’s not surprising that there are no cutesy sounds or extravagant displays for the driver to soak up while on the move.

Instead, it’s quiet, refined, and simply goes about its job routinely. That’s supported by a lack of intrusive driver assist tech, as well as that comfortable interior setup with unremarkable yet functional ergonomics and support.

A strength is the Polestar 2’s cabin refinement. Travelling along at suburban speeds reveals little road noise, with most of the sound you’ll hear coming from the vehicle’s motors in the form of a subtle whirr – that changes on rural highways where the asphalt tends to be a bit coarser.

The standard wheels and tyres fitted to our tester likely help with this, at least in comparison with the optional 20-inch alternatives. These tyres also do well to keeping the car’s weight in check, which at just over two tonnes is nothing to sneeze at.

As is the case with many other EVs, this relatively small-looking, jacked-up sedan is unfortunately quite heavy. Despite that, Polestar has done well to not only mask that but also use it as an advantage.

For one, the ride is excellent. It may not be as plush as some of the larger, more expensive Polestars, but the suspension feels well-tuned and faithfully soaks up bumps and all manner of imperfections. There’s a plush quality to the Polestar 2’s ride as a result, even if it is still on the sportier side.

The car feels firmly planted at all speeds, particularly on the freeway. This is where the weight is a benefit, and you get the impression that it’s able to roll along like a fairly sleek tank instead of a tin can getting blown about by the wind.

Another strength is how subtly quick the Polestar 2 can be. Even though our tester was only rear-drive model, it still has delivers quietly confident 6.2-second 0-100km/h time, giving it the ability to scurry away from a stop and keep you from losing too many red-light drag races.

That’s on top of the Polestar 2 matching its decent efficiency claim. I tend to do a fair bit of freeway driving, but even so, it remained remarkably efficient.

Helping this is its one-pedal driving system, which can be toggled between either ‘standard’, ‘low’, or ‘off’ using the vehicle settings menu on the central screen. We found that even in its ‘low’ setting, the force of the car’s regenerative braking was stronger than we would have expected.

‘Standard’ mode still behaves like a typical one-pedal driving setup, but I’d like greater differentiation between the two modes. Maybe that’s just me, and it’s still fairly easy to be smooth thanks to its progressive braking application.

Using the traditional brake pedal, meanwhile, will also charge the battery. Unlike what we’ve seen in some other EVs, the Polestar 2’s brake pedal still feels as it should, without any sponginess or glazed-disc feelings.

You’re also able to toggle auto-hold and select whether or not the car will creep forward from a standstill, as in an automatic internal combustion car would, through the same interior menu, alongside three different strength settings for steering weight.

Switching stability control into Sport mode makes it possible to kick out the car’s rear-end in corners, particularly when it’s wet. The single-motor Polestar 2s are still restrained enough not to buck you off if you have a heavy right foot, and the others boast even more traction with all-wheel drive.

The steering is direct, responsive and feelsome for an EV, and the RWD Polestar 2’s handling is sharp enough to deliver great road holding and prevent you from keeling over in higher-speed turns. The adjustability in steering feel offers a good range for most tastes, and its unfettered point-and-go nature is a product of its rear-wheel drive layout, since there’s no front-wheel drive torque steer to contend with.

To round it out, the Polestar 2 is solidified by the fact that it shares in Volvo’s reputable safety legacy. In this case you get Polestar’s Pilot Assist, a well-tuned autonomous driving system that works reliably to match the speed of traffic around while holding the car firmly in its lane.

It has no issue getting up to speed with adaptive cruise control active either. With these systems off, the Polestar 2 won’t be fighting you for control if it thinks you’re getting too close to the lane markings.

That means you get the control of a traditional car without the safety nannies found in a lot of newer ones. They’re all still there, of course, just patiently waiting in case something goes genuinely wrong.

All up, it’s a refined package that drives confidently and satisfyingly. There’s not a lot we’d change, except perhaps adding an even softer suspension option. For those with a sportier bent, there are also spicier handling goodies available higher up in the Polestar 2 range, like adjustable Öhlins dampers.

To see how the Polestar 2 stacks up against its rivals, use our comparison tool

What do you get?

Despite four apparent trim levels, the Polestar 2 shares almost all the same equipment across its range.

2025 Polestar 2 equipment highlights:

• 19-inch Aero alloy wheels with aero inserts
• Michelin Primacy 4 tyres
• Metallic paint
• Pixel LED headlights with adaptive high-beam
• LED front fog lights with cornering function
• Automatic high-beam
• Power tailgate
• 11.15-inch touchscreen infotainment system
• Android Automotive with Google built-in
• Apple CarPlay
• DAB+ digital radio
• Google service connectivity included for three years
• 12.3-inch digital instrument cluster
• 4 x USB-C ports (two up front, two in the rear)
• Wireless phone charger
• Eight-speaker 250W sound system
• Dual-zone climate control
• Rain-sensing wipers
• Keyless entry and start
• Charcoal headliner
• Embossed textile ‘vegan’ upholstery in Charcoal or Zinc with 3D etched deco
• Semi-electric front seats with four-way power lumbar and driver’s memory
• Heated front seats
• 60/40 split/fold rear seats
• ‘Mid-level’ interior illumination

To see how the Polestar 2 stacks up against its rivals, use our comparison tool

Options

Three option packs and several standalone options are available for the Polestar 2.

Climate pack: $1500

• Heated rear seats
• Heated wiper nozzles
• Heated steering wheel
• Heat pump

Pro pack: $1900

• 20-inch Pro alloy wheels
• Black seatbelts with Swedish Gold striping
• Gold valve caps

Plus pack: $3900

• Fixed panoramic glass roof with projected Polestar symbol
• Electrically adjustable seats including 4-way lumbar support, driver seat memory, front cushion leg extension and backrest storage nets
• WeaveTech seats in Charcoal or Slate with Black Ash decor inlays
• Polestar Digital key
• Air Quality – PM2.5 sensor and filter
• High-level interior illumination
• LED front fog lights with cornering
• Power-operated tailgate with hands-free opening and soft close
• Rear load floor lid-in-lid with bag holder

Standalone options, depending on the variant, include:

• 20-inch Pro graphite alloy wheels ($600)
• Pixel LED headlights ($1600)
• Charcoal animal welfare-secured Nappa leather upholstery with ventilated front seats ($6000)
• Harman Kardon 600W, 13-speaker sound system ($1400, standard on Long Range Dual Motor)
• Tinted rear windows ($400, standard on Long Range Dual Motor)

To see how the Polestar 2 stacks up against its rivals, use our comparison tool

Is the Polestar 2 safe?

The Polestar 2 has a five-star ANCAP safety rating based on testing conducted by sister organisation Euro NCAP in 2021.

Standard safety equipment includes:

• Autonomous emergency braking
  • Vehicle, cyclist, pedestrian detection
  • Steering support
  • Reverse AEB
• Blind-spot assist
• Cross-traffic alert and assist
• Run-off Road Mitigation
• Lane-keep assist
• Post-impact braking
• Traffic sign recognition
• Front, rear and side parking sensors
• Surround-view camera
• Eight airbags: front, side, inner-side and curtain
• Adaptive cruise control
• Pilot Assist
• Emergency stop assist

To see how the Polestar 2 stacks up against its rivals, use our comparison tool

How much does the Polestar 2 cost to run?

The Polestar 2 is backed by a five-year, unlimited-kilometre vehicle warranty and an eight-year/160,000km high-voltage battery warranty. Impressively, it also comes with five years of free scheduled servicing.

To see how the Polestar 2 stacks up against its rivals, use our comparison tool

CarExpert’s Take on the Polestar 2 Long Range Single Motor

Before getting the keys to the Polestar 2, I wasn’t quite sure what to expect.

It’s easy to look at and assume it’s another electric sedan – albeit one with a distinctive Scando design – that rarely appears in the wild, made by a brand that still isn’t widely known in Australia, at least not compared to the likes of Tesla and its Model 3.

But after you spend some time behind the wheel, and all those nuances hiding behind its relatively understated exterior begin to reveal themselves. The Polestar 2 well-built and rides like something much larger and more expensive – without being excessively large or exorbitantly expensive.

That said, the price is still a critical factor. While it is significantly cheaper than it used to be, there’s no getting around the fact that the base Polestar 2 is a lot pricier than the comparable Model 3, which will be a big turn-off for many buyers.

Then, there’s the elephant in the room. BYD also builds its cars in the same country as Polestar and, for Australia, Tesla. But the Seal is the only electric sedan priced from under $50,000 in this market.

It’s unfortunate that prices for the Polestar 2 aren’t lower still, perhaps even sub-$60,000 for the base Standard Range, because it’s a great car by any measure.

Its interior is comfortable and, despite being screen-heavy, still characteristically Polestar with its graphic design cues and general layout. Space in the second row could definitely be improved, but that would call for a fundamental structural change that’s unlikely to happen until the next generation.

The reliance on tech is something that will be a learning curve for new owners, especially those getting on in years or those coming from a vehicle that is. It’s 2025, and that’s something buyers will have to get used to when shopping around in the new EV market, not just in the relatively unpopular sedan segment.

As part of Polestar’s Australian catalogue, the 2 makes sense. It’s the smallest model in the lineup and now the cheapest by some margin. But when it still costs at least $65k on the road, some potential buyers will find it difficult to see the value proposition.

The lack of wireless Apple CarPlay is still a gripe too, especially for a tech-focussed brand like Polestar. Perhaps an over-the-air update will remedy this, but even then it’s hard to see the 2 overtaking the Model 3 to become a favourite EV among private customers any time soon.

Still, I have seen more Polestar 2s on Melbourne roads in recent months, even if many of them are rideshare vehicles. But everyone knows the Toyota Camry won’t be handing over the crown in that department without a fight either, so Polestar’s debut Australian model could well be destined to remain niche for a while yet.

Interested in buying a Polestar 2? Get in touch with one of CarExpert’s trusted dealers here

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