On the road with the Polestar 2 – Geely-Volvo’s first electric car

Android

More and more in-car infotainment systems support Android Auto and Apple Carplay, but the Polestar 2 is the first car to feature Android Automotive OS. That means that the Google Assistant, Google Maps and the Play Store are fully integrated. The assistant can therefore be used to set a route or to find charging stations, whether or not based on the route. You can ask anything, just like with Google Home or an Android smartphone. So you can also raise the temperature with your voice.

Android therefore forms the core of the central control, the settings and the media. That all comes together in a central 11″ screen. That is larger than average, but still a lot smaller than the screens we know from the Mustang Mach-E and Tesla Model 3, S and X. With those screens there is so much space that important settings, such as ventilation, interior temperature and seat heating, are always visible, as well as other functions. This is not the case with the Polestar, although the functions mentioned can be easily called up by swiping from the bottom up. there is a physical dial with a number of shortcuts available, which is nice.The screen of the Polestar also has large bezels compared to the competition.

You can use your voice to operate the car, but also your fingers. All installed apps are grouped into four different tiles, or ’tiles’, categorized by topic: maps, phone, media and driving information. You can move them yourself from one tile to another. The fact that apps from the Play Store can be installed in the car is great news. Unfortunately, you cannot immediately install all your favorite apps, which you also have on your phone or tablet. A number of basic apps are pre-installed by default and during our ride we could then choose from about twenty additional apps, including YouTube Music and Pocket Podcasts. So many well-known apps are still missing. The problem is that every existing app must be modified and approved for use in Android Automotive OS. There’s a reason for that, for example, it is not desirable that YouTube shows videos while driving, but audio is allowed. Mirrorlink is also not yet possible.

Incidentally, the system can be used via both Android smartphones and iPhones. A Bluetooth connection is desirable, but not necessary; the operating system functions completely independently. However, a Google account is required to really use the system, such as installing a new app. There is an opt-out, but then there are no options to personalize the system and install apps. Apple Carplay is not yet supported. It has been promised that this will be added via an update in the future.

Behind the wheel is a second screen, which can display information in three different ways. The whole width of the screen can also be used to display the navigation in a zoomed-in mode further than the central screen. On the main screen you will also find the specific car settings, such as safety functions and warnings that you may or may not want to activate. The buttons are made extra large, so that you can click on them easily.

Battery and range

The Polestar 2 was designed from the ground up as an electric car. The 78kWh battery is therefore incorporated in the bottom plate, with extra battery cells in a T-shape placed on top in the middle. There are a total of 324 so-called nmc cells in pouch form, in 27 modules. They are produced in China by the Korean company LG Chem. Polestar also uses CATL prismatic cells for the Chinese market.

At home or at a public charging station, you can charge with a maximum of 11kW, or with three phases. Fast charging takes place with a capacity of up to 150kW via direct current. You get that especially when the battery is empty, because from zero to eighty percent takes about forty minutes. Despite a reasonably favorable drag coefficient of 0.28, the Polestar is quite heavy at more than 2100 kg, about 300 kg heavier than the Model 3 and a Kona or e-Niro. That has quite a lot of influence on the range. For example, the Polestar travels 470 km according to the WLTP standard, which is practically the same distance as a Kona, which has a smaller 64 kWh battery. The Model 3 is with a 75kWh battery at 560km. Depending on your driving style, it is best to deduct another 20 to 25 percent from that WLTP value and then the Polestar 2 will reach at least 350 kilometers on a charge.

On the front axle is the electric motor that does most of the work, and one is on the rear axle. Together they are good for 304kW and 660Nm. It therefore pulls from zero to 100 in 4.7 seconds, which is nearly as fast as an equivalently priced Tesla Model 3 Long Range, but not as fast as the Performance version which does this in 3.4 seconds. The top speed is limited to 205 km/h.

One point for attention is that charging stations are well integrated into Google Maps and that you can go anywhere for fast charging, but that Polestar and Volvo do not have their own charging network and are not part of Ionity. That means the rates are higher there. After all, Ionity, a network of fast chargers in Europe, is a partnership of a select number of car manufacturers who use it for their own customers and charging services. These are Audi e-tron Charging Service, Mercedes me Charge, BMW ChargeNow, Porsche Charging Service and Volkswagen WeCharge. All cars that are suitable for CCS can charge there, but the rates are considerably higher for cars from other manufacturers.

In practice

We were able to drive the Polestar 2 for over five hours, during which we noticed a number of things. The 360-degree camera all around works great when parking. You then get a top-down view on the central screen as if you were looking at the car from above. The image is composed from four cameras: one in the grille under the bonnet, one at the rear and two in the rear side doors. The front and rear cameras offer a very wide view, but the ones on the sides do not. The merged image therefore looks a bit contrived, and is not quite right in terms of perspective and color.

It is sufficient for parking, because you get an idea of ​​where small objects, such as bollards, are that you might otherwise overlook. Even in tight spaces, such as when you maneuver between two other cars, you automatically see the 360-degree image. It is only available when you drive slowly, then it disappears again. Yet we regularly missed the image of the rear camera. If you want to back up and have a view of cyclists behind you, the 360-degree view is way too tight. You can then manually switch to the rear camera, but that requires two clicks on the screen. We also found the rear camera not ideal. The angle is so wide that you hardly see objects that are a bit further away. We’ve seen that better in other cars.

As far as the driving experience is concerned, onepedaldriving is very pleasantly executed. In standard mode, the car brakes quite strongly, so that you already slow down a bit when you release the pedal a bit. When you release the pedal completely, you brake to a stop; you rarely need the brake pedal. Our version of the Polestar 2 was equipped with adaptive cruise control and lanekeeping, and that worked quite well in practice, even off the highways. It can be activated with a single push of a button on the steering wheel, if you have set it up in advance. You must keep your hands on the wheel. Tesla’s Autopilot is a bit more advanced, for example, the car also automatically adjusts the speed in bends, and the car can, if desired, change lanes and take turns independently on command. Also we see no cars around,

The advanced driver assistance system is also equipped with an automatic emergency stop system, which we have not tried. Instantly available torque accelerates the car immediately when you press the accelerator pedal, whether you are driving or stationary. That is very nice, but that applies to all electric cars in this price range.

A nice and also special feature is the optional tow bar. If you order it in advance, it is neatly concealed at the bottom and you can conjure it up electrically at the push of a button in the trunk. You then only have to push it down so that it clicks into place. Very handy if you want to connect a trailer. Another asset of the Polestar is that it can tow no less than 1500 kg, so a large caravan or trailer. There are now more electric cars with a towbar, but they usually have a maximum of 750 kg, such as the Jaguar i-Pace, Sono Sion and Tesla Model 3 (910 kg braked). Only the Tesla Model X, the Mercedes-Benz EQC and Audi e-tron 50/55 Quattro can pull more; respectively 2268 and the latter 1800kg.

The cargo space in the back is spacious, with 405 liters of luggage space and if you fold the rear seats, 1095 liters. The Model 3 also has a generous amount of room, but it has a sedan’s tailgate instead of a hatchback, so the height is tighter. The tailgate of the Polestar 2 is also electric, just like that of the Ford Mustang Mach-E. You can open it with the key, with a button, but also by moving your foot under it when you are connected through the app: useful if you have a heavy box in your hands. You can also use that app as a key. You can then immediately get in and drive away without having to take the key. There is therefore no start button. The same applies to the Tesla Model 3; you can also open that if you are connected through your smartphone.

A difference with the Model 3 and Mustang Mach-E is the strikingly large grille at the front. While Volvo has opted to almost completely eliminate the grille, the Polestar 2’s is quite prominent. The radar and the front camera are also incorporated in the black areas. The mirrors are virtually borderless.

Our version has a glass roof over the entire length. There is plenty of room in the front and rear, even for taller people. We do find the front and side bars on the passenger side a bit on the low side. Even for a driver with a height of 1.82m, which is not very special, it feels a bit claustrophobic. The glass roof makes up for that because it offers significantly more headroom. It does mean that you occasionally have to bend over to see traffic lights, for example.

Conclusion

There are more and more cars with a range of more than 400 km. Polestar distinguishes itself with a unique new model that is sporty on the outside, and looks and feels luxurious on the inside. The car is of course very different with the Polestar brand that you never saw on the road until recently. The logo, which you can see as a star or two boomerangs, quickly raises questions among passers-by. The car itself is also a special appearance. That distinction is nice, but not everyone will find it important. Inside it’s minimalist, yet luxurious with a large, touch-sensitive screen in the center and a second screen behind the wheel. There are plenty of buttons on the steering wheel. We can also appreciate the physical buttons and the dial for the audio. The optional towbar is nicely concealed.

The starting price is higher than that of the Model 3, Hyundai Kona, Kia e-Niro, VW ID.3 and Ford Mustang Mach-E. The range and energy efficiency are also less than those models; per kWh they come a lot further, except for the Mustang. Ford, on the other hand, offers the choice of two different battery packs, so that the range with the 100 kWh battery still increases to 600 km (wltp) and the starting price is still below that of the Polestar 2. A trump card of Polestar is perhaps that it will be available in China is being produced and that deliveries are about to take place; those of the Mustang have been postponed to 2021. Compared to the Tesla Model Y, which will appear in 2021, the Polestar 2 is 4000 euros cheaper. Incidentally, Polestar hinted that more models with variations will come at a later date, for example with a single electric motor and a different battery pack. The price of the Polestar 2 will drop as a result, possibly up to 40,000 but with a smaller battery and single electric motor. Whether that version has front or rear wheel drive has not yet been definitively decided. Those models are not expected until 2021.

Android is an interesting addition. The integration of the Google Assistant and Google Maps is very successful. It works very familiar and it is nice that you can simply use your voice for many things. Still, Maps still seems a bit of a stripped down version. For example, there is no satellite view. The Play store offers a lot of potential, because you can supplement and perhaps improve your car with new apps. During our ride, however, the range of apps was still very limited, so it is difficult to judge the added value. In any case, it offers a lot of potential.

Either way, the Polestar 2 is a welcome addition to the electric car range. The new model is equipped with all modern conveniences, such as over-the-air updates, fast loading, one-pedal driving and a touch-sensitive screen with Android. A lot of thought has gone into the efficient processing of the battery in the bottom plate, but also about the regeneration and the handy optional towbar. With its 78kWh battery., it offers the sufficient range to cross long distances during holidays in Europe should not be a problem either. Despite the initially slightly higher price, we expect that many people will see the Polestar 2 as a nice alternative to the existing electric cars in this segment. We are curious about other variations of this model and about the future Polestar 3, based on the sporty ‘Precept ‘ study model.