Our long-term 2024 Polestar 2 Single Motor demonstrated its reliability as a grocery getter, road-trip warrior, and commuter over almost 15,000 miles. I was shocked to learn that this single-motor rear-drive variant will not be available after the 2024 model year. Even though all-wheel-drive variations are still available, this far-driving fastback’s well-rounded attractiveness is absent from those higher-performance models. Even if the Polestar 2 isn’t a flawless EV, we have good cause to be disappointed that the powerplant that has kept us going for the last year is being discontinued.
2024 Polestar 2 Single Motor: Unmatched Range, Rapid Charging, and Scandinavian Elegance in an EV
Among the many benefits provided upon our 2024 Polestar 2 by its single-motor architecture is an impressive 320-mile driving range. Because of this, we were able to charge the electric hatchback at the same rate as an internal combustion engine vehicle when commuting in town and on long road trips. In our testing, which involves draining the battery from 100 to 5 percent charge while maintaining a steady speed of 70 mph, the Polestar 2 Single Motor is one of the few vehicles that has surpassed its EPA range rating. Our test results showed an astounding 329 miles of practical range.
The 2024 Polestar 2 also has the advantage of rapid charging. In under fifteen minutes, the 82 kilowatt-hour battery pack (of which 79 kilowatt-hours are functional) can restore 159 miles of range. When connected to a Level 3 charger with less than 30% battery life left, we found that it often reached and even exceeded its peak charge rate of 205 kW. Actually, you may return 253 miles in only 30 minutes.
The low cost of ownership was a result of charging, and even though we had to fix a few things, we never had to take it in for maintenance in the 14,444 miles we drove it because of the extended service interval term of 20,000 miles (or two years, whichever comes first).
Maintenance on the majority of our EVs has been completely free. Our entire charge expenditure was $1,951.72, or just $0.15 per mile. 3.1 mi/kWh is a great value for real-world efficiency. Even while the all-electric SUV has proved more cost-effective to charge at just $0.12 per mile, that is in line with our long-term projections for the 2023 Tesla Model Y. On the other hand, our 2024 Hyundai Ioniq 6 SE RWD Long Range outperformed the Polestar and Tesla in these parameters over the long run. It’s worth noting that our avant-garde sedan has been running in the Pacific Northwest, where charging rates are lower, and we have achieved an average of 3.85 mi/kWh at a cost of only $0.11 per mile for the last two months.
No matter what we did with the Polestar 2, the Single Motor powertrain was more than enough. With a 0-60 mph time of only 5.3 seconds, our sporty EV felt just as fast. Up until you started to slack off, the accelerator reaction was linear and instantaneous. The Polestar 2’s coasting mode is nice, but we really preferred the bike’s well-calibrated one-pedal drive. The three-position steering feel was responsive and precise, yet we found the most aggressive setting to be rather harsh.
Even on its last day, the Polestar 2’s external design was as eye-catching as the day it arrived. Friends and relatives were pleased by the bold style statement made by the Volvo-esque “Thor’s Hammer” headlamps, smoothed-out grille, and powerful beltline. The Polestar 2 stood out from the crowd despite its slightly elevated posture, which is a bit of a stretch. Over the year, we loved how the car’s dynamic LED taillights, linked by a lightbar that ran over the tailgate, added to its unique charm.
We liked the Polestar 2’s well-planned interior because we like Scandinavian simplicity. The dashboard’s lovely vent knobs eliminated the need to fiddle with menus to alter airflow, and the combination of real wood trim and fabric accents gave it a subtly elegant appearance. Long car rides were pleasant in the electrically heated seats upholstered in Polestar’s WeaveTech material. On twisting interiorroads, there was considerable of support from the ample but unobtrusive bolstering.
The main touchscreen interface was user-friendly, with four main app zones shown on the home screen. We are especially grateful that Polestar equips the 2 with a big, completely digital driver’s display so that important information is always at reach, because selecting an app would increase its interface to encompass the whole display. Apple CarPlay was superfluous because of Google Assist voice commands and in-built applications. During our time with the Polestar 2, the Spotify player was upgraded with a slicker-looking UI and more straightforward controls. When it came to the audio, we were very impressed by the Harman Kardon system that was included with the Plus package. The sound was rich and distinct.
During our previous updates, we lauded Polestar for its thoughtfully designed cargo space, which included a smart divider to separate and secure smaller things stored under the hatch. The trunk could easily accommodate four people’ weekend travel bags, with additional room in the underfloor compartment for a few of smaller items. Ample straps and compartments in the Polestar 2’s hatchback allowed passengers to secure their belongings, preventing them from slipping about during the car’s jerky takeoffs.
Since our Polestar 2 is mostly computer-controlled and can get updates over-the-air without connecting to Wi-Fi, we would be negligent if we did not praise it for being a software-defined vehicle. Overnights spent parked in the garage were our go-to times for downloading and installing updates. While we were on loan, the Polestar app—which already allowed for remote monitoring and interaction—got much better. The proprietary software from Polestar was user-friendly and included helpful tools for charging and monitoring our test vehicle, albeit it was not as feature-rich as Tesla’s app.
Polestar 2 Driving Dynamics, Interior Limitations, and Tech Shortcomings Explained
We liked the Polestar 2’s balanced handling, which was a consequence of its 49/51 weight distribution, but we thought other parts of its driving dynamics might need some work. On smoother roads, the vehicle’s body control was superb, but on bumpier roads, the chassis shook and jiggled. While wind noise was hardly audible at highway speeds, we had a serious problem with road and tire noise on poorly maintained roads. The Polestar 2’s one-pedal driving was excellent, but the combination of mechanical and regenerative brakes might be better executed. Stepping on the brake pedal resulted in ungainly and clumsy travel if regenerative braking wasn’t enough.
The Polestar 2’s interior packaging reflects some of the architectural limitations imposed by its shared platform with the Volvo XC40. In general, we enjoyed the cabin’s spare design, but there were a few issues: the cockpit-style room felt cramped at times, and the remnants of the transmission tunnel meant that there wasn’t nearly enough storage space. Furthermore, taller water bottles couldn’t be fit in the cupholders that were built into the door pockets. We also discovered an ergonomic issue with the play/pause button being in the middle of the volume knob, just beneath the shifter. If you rested a palm on the console, you might easily bang the button and silence the music by mistake.
We liked the Polestar 2 for its more traditional style compared to its all-electric rivals, but it had many of the drawbacks we listed since it was based on the same platform as gas-powered vehicles. More interior and exterior space should be available in subsequent Polestar models thanks to their specialized EV design. The Polestar 2’s trunk design was brilliant, but the small frunk was almost worthless for anything other than transporting the mobile charging kit. Instead of using the additional room up front, we stowed the charging cord and power source that came with the vehicle beneath the hood. We really hope that these limitations do not impact future models.
Although the Polestar 2 seems to be a technologically advanced vehicle, there are a few details that make us want for a Tesla Model 3-level of smoothness. Its touchscreen displays visuals that are reminiscent of an earlier Android device rather than an iPhone. While the driver assistance technology was helpful for the most part, we still preferred to direct ourselves while we were on the highway since Pilot Assist was so unreliable with maintaining our lanes. While the highway aid technology on the Polestar worked well for braking and distance management, it had trouble keeping the vehicle in its lane and skidded around corners at higher speeds. Lastly, we had problems with the infotainment system’s audio and turn signal noises not playing, which necessitated a complete reset of the car’s telematics system. Only then were we able to resume driving.
2024 Polestar 2 Single Motor Review: A Brief But Impressive Moment in EV History Before Discontinuation
While there were a few kinks in our test vehicle, we really enjoyed driving it every day. Unfortunately, Polestar discontinued the rear-drive variant of the Polestar 2 in order to concentrate on more lucrative (and likely tariff-immune) U.S.-built vehicles. We wish we could tell you that this option is still available, and you should consider it if it suits your needs.
As a tiny luxury EV, our test vehicle was on the pricey side due to its well-equipped Plus and Pilot packages. At its current price point of $44,130, the Tesla Model 3 Single Motor Long Range is an excellent buy, especially considering the high quality of the sedan’s included features. But if you’re in the market for a Tesla hatchback, you’ll have to settle with the understated and somewhat more costly Model Y. With improved driving characteristics and a hatchback form, the base price of a 2025 BMW i4 with a single powertrain is $59,075. Starting at $66,200, the 2025 Polestar 2 Long Range Dual Motor Performance is the sole compact offered by Polestar at the moment. Although it has many of the same great features as our long-term Polestar 2 Single Motor, it doesn’t provide nearly as much value or range.
A fleeting moment in automotive history, the 2024 Polestar 2 Single Motor exemplified the market’s transition from gas-powered vehicles to electric vehicles. Hopefully, the lessons learnt from Polestar’s first mass-market vehicle will be put into practice with the arrival of the Polestar 4. Polestar has a shot at being in business for a long time if the carmaker can maintain a steady stream of appealing designs and refinements.
Conclusion
We were really delighted by the 2024 Polestar 2 Single Motor’s dependability, range, and stylish Scandinavian style. It was still a fun and adaptable everyday driver after 15,000 kilometers. Even if Polestar is dumping its rear-drive model, the Polestar 2 is still one of the best electric vehicles on the market. Its performance, rapid charging, and minimal maintenance expenses make it a good option, despite certain technological and space limits. We are crossing our fingers that Polestar’s next models maintain the high quality of this impressive electric vehicle.
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