Matt Burns@mjburnsy / 3:45 pm CEST•August 14, 2020
Image
Credits: Matt
Burns
Ienjoy
driving the
Polestar 2 more than the Tesla Model 3. The Polestar 2 is more comfortable,
seemingly better built and has a better infotainment system. In all the
traditional automotive metrics, it’s a better car, and yet I find it hard to
recommend it over the Tesla Model 3.
The
Polestar 2 often excels where the Tesla Model 3 falters. The fit and
finish of the 2 are on par with anything from BMW, Mercedes or Volvo, as
Polestar is a close partner to the Swedish luxury brand.
However,
while the Polestar 2 is fantastic, the car lacks the appealing Tesla ecosystem.
Polestar does not have a network of their EV charging stations, and it’s
unknown if the company will roll out novel features through over-the-air
updates. Tesla has a culture around its brand that’s exciting and enticing and
deserves to be considered when shopping for a vehicle.
Review
I spent a
long morning in the Polestar 2, navigating suburban traffic and racing around
the dirt roads near Hell, Michigan. I drove the EV on the highway, took it
shopping and lived with the car. After driving the car for a few hours, there
were still 120 miles left on the battery.
The EPA has
yet to announce the range rating on the Polestar 2, but Polestar itself says it
can go up to 275 miles on a charge. I experienced something a bit less — more
like 250 miles. That said, during my short time with the vehicle, I drove it
hard and fast. The winding dirt roads loved the AWD system and 49/51 weight
balance.
The
Polestar 2 is a lovely vehicle, and the build quality is superb. The doors
close with a resounding thud, the seats are supportive and comfortable and the
dash is constructed of recycled material that is simultaneously upscale but
responsible. It feels like a car from a mature car company.
I cannot
stress enough how well-built the Polestar 2 feels, and that’s likely due to its
close ties with Volvo.
Started
just three years ago within Volvo and Geely, Polestar was quickly spun out as
its own automaker (though retains close ties to both parents). As such,
Polestar is considered an automotive original equipment manufacturer (OEM) just
like Volvo, General Motors and BMW. Polestar is independent of Volvo and Geely
with its VIN numbers, manufacturing facilities and executive team.
Polestar 2
is the second vehicle from the young automotive startup. The company started
with the Polestar 1, a $155,000 hybrid grand tourer that’s limited to 1,500
cars with only 450 coming to North America over three years. I drove a
production Polestar 1 a few weeks ago and found the powertrain to be fantastic. The hybrid system is tuned in a
way that makes it an excellent driver’s car on the same level as the best
tourers.
Polestar
says it’s designing its cars to be enjoyable to drive, and the company is two
for two. The hybrid Polestar 1 is lovely to drive in a powerful, masculine way.
The all-electric Polestar 2 is naturally different from the Polestar 1 and is
still tuned for the driver’s enjoyment.
Like I said
at the top, the Polestar 2 is a better car to drive than the Tesla Model 3.
The
Polestar 2’s electric motors deliver power with restrained control. Instead of
being jerky or quick, the electric Polestar 2 is smooth and refined. When
mashing the accelerator, the Polestar 2 gradually lays down the power, starting
slowly and accelerating quickly. Don’t mistake what I’m saying. The Polestar 2
is still quick, able to hit 60 mph in less than 5 seconds, which is fast enough
for any family vehicle. In my experience, the Model 3’s electric power delivery
is tuned to deliver a lot of power at the moment of acceleration. The Model 3
is very quick, but it’s too fast to some, even in standard modes.
The
difference between the Polestar 2 and Model 3’s acceleration is subtle but
essential. The Model 3 can smoke the Polestar 2 in a drag race, and yet that’s
not relevant to most drivers. To me, the slightly slower, but still quick,
Polestar 2 is more enjoyable to drive.
The
Polestar 2 turns with confidence and has nary an understeer. It’s controllable
like the best four-door sedans. This is due to several things. One, the car has
a nearly perfect weight balance, with 49% in the front and 51% in the back. And
most of that weight is on the bottom of the car, where the batteries are
located, reducing body sway. Second, the electric motors on each axle provide
fantastic traction through an AWD system.
How is it
to live with the Polestar 2 and drive it every day? I can’t say. I was only in
the vehicle for a few hours. The backseat seems roomy enough for a mid-size
car, and the floor area feels more substantial than a Tesla Model 3. The hatch
area is large, and there’s a small storage compartment in the front.
The driving
range is a downside with the Polestar 2. In comparison with the Tesla Model 3,
the Polestar 2 comes up short. The Model 3 can go up to 322 miles fully
charged, while the Polestar 2’s range is around 275 miles. Interestingly, the
Polestar 2 has a larger battery pack than the Model 3. But it’s also heavier,
as the Polestar 2 is built on a Volvo/Geely platform also used for
gasoline-powered vehicles.
There are
hints of Volvo’s design language throughout the Polestar 2. To me, the design
is futuristically chic, and I love it. The Polestar 2 has presence and poise.
It’s angular while being fluid. Inside is more of the same, with solid lines
and sharp curves.
Polestar
CEO Thomas Ingenlath is a longtime car designer, and his influences are
evident. The design seems paramount to the Polestar experience. Before
Polestar, he was Volvo’s senior vice president of Design after holding similar
positions within Volkswagen Group at Audi and Skoda.
The
Polestar 2’s interior is more minimalist than most vehicles but still busier
than the Model 3. There are few physical buttons: hazard lights, radio power,
rear defrost, front defrost and a knob for volume (volume should always be on a
spinning knob). The two stalks on the steering column control their normal
functions, and the steering wheel is sourced from Volvo’s latest cars and
features media controls and cruise controls.
The large
center screen is easy to read and is in a great location. I didn’t experience
an offensive glare during my few hours with the Polestar 2. Please note, in the
picture here, the center screen is dim because as soon as the front seats are
empty, the car dims the screen to save battery.
In the end,
the build quality speaks to confidence. The Polestar 2 doesn’t feel risky, like
a Model 3, which has had countless design and manufacturing issues. The
Polestar 2 doesn’t feel like a startup’s second vehicle.
Android
Automotive (not Android Auto)
Polestar is
the first company to offer Android Automotive. Different from Android Auto,
Android Automotive is the primary interface for Polestar 2. It controls
everything from the radio to climate to vehicle settings and maps, apps and
connected services.
Android
Automotive is impressive. The interface is clean and as responsive as the best
smartphone. To take advantage of all the features, users need to be signed in
to a Google Account. Some users might opt to sign in to their main account or
create another just for the Polestar 2. Either way, once signed in, the system
connects maps, apps and the rest of the person’s services, including devices
connected to a Google Home account.
Android
Automotive can still be used without signing into Google. By skipping this
step, users will have access to most connected features, but some
personalization options are unavailable.
Google
Assistant is built into Android Automotive, and it’s the first in-car voice
service I’ve used that worked well. Just say, “Okay, Google, turn on Spotify,”
and it turns on Spotify. Say a location, and it pulls up the place. Ask it to
change the temperature, and it will change the temperature, as Android
Automotive also controls the in-vehicle climate control. Some features depend
on a data connection, while others, most in-car settings, work without a data
connection.
Android
Automotive impressed during my time in the Polestar 2. It has a logical layout
and is easy to use. The system is coming to other vehicles soon. Polestar is
just the first automaker to deploy the system.
Android
Automotive works with iOS devices, too. The Polestar 2 will soon gain CarPlay
through an over-the-air update, and iPhone users can pair their devices to
Android Automotive through a Bluetooth connection, too.
Polestar
or Tesla?
I walked
away from the Polestar 2 impressed, yet it’s hard to issue a complete
recommendation. To me, even with a shorter range, the Polestar 2 is a better
vehicle than the Model 3. But the Model 3 has something missing from the
Polestar 2: The Tesla factor.
For all its
quirky faults, Tesla has a history of bold innovation that’s resulted in a
nationwide network of chargers, constant new features delivered from
over-the-air updates and fun quirks that delight and impress. Like Pet Mode. After
a suggestion on Twitter to Elon Musk, Tesla quickly rolled out a mode that lets
users keep their pets safe while displaying an informative message on the
center screen. It’s a small but telling detail about the Tesla experience, and
it’s unclear (and unlikely) that Polestar will offer the same experience.
Polestar
isn’t selling against the Model 3, but rather against Tesla. When a person buys
a Tesla, they’re buying into an ecosystem of services that complement the
vehicle. Tesla knows better than most that a car is often a lifestyle choice,
and the company built an impressive culture.
Polestar
executives seem to know they’re fighting an uphill battle.
On one
side, the company is battling Tesla’s ecosystem and culture, and Polestar is
seemingly following in Telsa’s footsteps. The car company is forgoing selling
cars in dealer’s lots and is opening storefronts like Tesla’s company stores.
These locations are in high-profile areas like marquee shopping areas alongside
luxury brands. Like Tesla showrooms. However, to help get vehicles in buyer’s
hands quicker, these locations will be owned by Volvo dealerships who will
facilitate sales and service.
Polestar
sees itself selling against luxury mid-size vehicles from European brands
rather than Tesla itself. At least that’s what the company says publicly. It
makes sense to a point. The build quality of a Polestar vehicle is superior to
that of a Tesla and on the same level as the best from Europe.
So is the
Polestar 2 better than a Tesla Model 3? Yes. But deciding which one to buy is a
complicated question.
The Tesla
Model 3 can drive farther on a charge and is seamlessly integrated with Tesla’s
Supercharger network. That’s a significant factor that buyers should consider.
Tesla’s commitment to continue rolling out new features should also be a
consideration for buyers as it keeps the vehicles fresh and exciting.
The
Polestar 2 carries a higher price than the Model 3, but they’re in the same
range. Well-equipped Polestar 2 vehicles start around $60,000 while similarly-spec’d
Model 3 cars go for around $50,000. In the United States, the Polestar 2 is
eligible for a $7,500 tax credit.
Tesla,
aside, Polestar built a fantastic vehicle in the Polestar 2, and that should be
applauded. The car company is three years old, only has 800 employees
worldwide, and has yet scaled to the point of making world-class vehicles. Few
other car companies can make those claims. And the company has big plans for
the future. Polestar says it’s on track to deliver the SUV Polestar 3 in 2022,
which will feature an all-new platform and a lot longer range.
Polestar
built the car, now it needs to get the word out.
Source: Techcrunch.com
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