A mid-life facelift for most vehicles entails a refresh of the styling, a sprinkling of additional features and sometimes a few mechanical updates thrown in for good measure.

It’s rare for such upgrades to involve significant mechanical and technical changes, such as what electric vehicle (EV) specialist Polestar has delivered with its MY24 Polestar 2.

The Polestar 2 is still a relative newcomer to this market, having launched here in late 2021, but it’s already the beneficiary of a range of significant technical upgrades which the brand hopes will further boost its appeal with prestige electric car buyers.

July year-to-date sales of 1,453 units are unlikely to have EV market leader Tesla too worried, but it’s a healthy 121% increase on the same period last year and sees Polestar squeak into the list of top 10 premium brands, just behind Mini and ahead of established rivals like Genesis, Alfa Romeo and Jaguar.

That this has been achieved off the back of a single model while establishing a new brand in Australia adds to the achievement, with Polestar execs brimming with confidence that the arrival of the Polestar 3 and Polestar 4 SUVs in Q2 and Q4 of 2024 will drive further sales growth.

For now, however, the Polestar 2 remains the sole model in the portfolio so the recently revealed MY24 updates are crucial to keeping the brand on the radar of prestige EV buyers.
Upgrades man higher prcies

The Polestar 2 continues to be offered in a simple three-variant range with an optional performance upgrade on the top model which theoretically makes four variants.

Unfortunately, in a blow to affordability, the MY24 upgrades bring price hikes of between $2,400 and $3,500, depending on variant, which Polestar argues is offset by specification upgrades and improvements to range, performance and charging time.

The entry-level Standard-range Single motor is now priced from $67,400 (+$3,500) and features the same 69kWh capacity battery but with an extra 54km of range, pushing out to 532km (WLTP).

The mid-tier Long-range Single motor now costs $71,400 (+$3,000) and utilises a larger 82kWh (+4kWh) battery for an additional 103km of claimed range at 654km (WLTP).

Then there’s the Long-range Dual motor AWD, priced at $76,400 (+$3,000) which gets the slightly larger 82kWh battery and a 104km bump in range over its predecessor at 591km (WLTP).

There’s also the option of adding the $9,000 Performance Pack to the Long-range Dual motor AWD, bringing its price to $85,400 (+$2,400) for the same 82kWh battery and a lower 568km of range thanks to its extra 40kW of motor power.

Among several significant technical upgrades to the MY24 Polestar 2 range, arguably the biggest is the move from front-wheel drive to rear-wheel drive on the single-motor versions.

It's a long-established automotive industry axiom that performance and prestige vehicles are either rear or all-wheel drive, with the likes of BMW, Mercedes-Benz, Lexus, Genesis and others all largely adhering to this formula.

There are exceptions of course, but Polestar’s decision to switch drive to the rear speaks to the brand’s ambition to be considered a serious prestige EV sports-sedan rival.

Currently, the Polestar 2’s nearest rival is the Tesla Model 3, in so far as both are battery electric five-door lift-backs, both offer rear and four-wheel drive variants, and both offer standard and long-range batteries.

They’re both also built in China, which might surprise some readers who recall that Polestar traces its lineage back to Swedish car maker Volvo, for whom it was once going to be the equivalent of that brands’ sports-performance division.

Somewhere along the way that plan took a sharp turn and Polestar morphed into the dedicated prestige EV brand we see today, designed to go head-to-head with Tesla and the growing number of EVs coming from other prestige car makers.

Volvo and Polestar are both these days owned by China’s Geely and, while both brands are headquartered at the brand’s traditional home in Gothenburg, Sweden, the Polestar 2 is manufactured exclusively in Luqiao, Zhejiang, China.

Unsurprisingly, given their close ties, Polestar and Volvo share platforms, components and other technologies, including the Polestar 2 being built on the same Compact Modular Architecture as Volvo’s XC40 small SUV.

Platform sharing is common for most car makers these days but because the XC40 was designed as an ICE model and later electrified, it means the Polestar 2 isn’t built on a dedicated EV platform.

This shows up most noticeably in the interior design, with a central transmission tunnel eating into cabin space, ensuring the Polestar 2 is not as roomy inside as a Tesla Model 3.

Something big that has changed on two-wheel drive Polestar 2 variants is that drive now goes to the rear wheels instead of the front, while all-wheel drive variants now have a greater rear-wheel drive bias than before, with both changes aimed at improving the car’s dynamics.

Of course, more buyers are likely to be interested in an EV’s range and performance than what end does the driving, so it’s fortunate that Polestar has also made improvements in these areas.

All MY24 Polestar 2 variants feature upgraded lithium-ion batteries, which Polestar claims feature improved cell technology enabling faster charging rates.

The Standard range now has a maximum DC charging speed of 135kW, with all other variants able to charge at a maximum of 205kW DC.

The practical effect of this is they can be charged quicker when using public DC fast charging facilities.

The car maker says the entire MY24 line-up has also benefited from performance increases thanks to the introduction of next-generation electric motors and inverters.

Hence, the Polestar 2 Single-motor Standard range now boasts peak outputs of 200kW/490Nm, an increase of 35kW/160Nm, while the Single-motor Long range jumps to 220kW/490Nm, an increase of 50kW/160Nm.

These are both useful increases with the practical effect being 1.0 and 1.2 seconds shaved off their 0-100 km/h sprint time, stopping the clocks at 6.4 and 6.2 seconds respectively.

Get award-winning car insurance

That’s quick, and right in the ballpark of the Tesla Model 3 rear-wheel drive, which covers the 0–100km/h dash in a claimed 6.1 seconds.

The all-wheel drive dual-motor Polestar 2 also boasts higher system outputs of 310kW/740Nm, an increase of 10kW and 80Nm, and despatches the 0-100km/h sprint in 4.5 seconds, which again is in the ballpark of the Tesla Model 3 Long-Range dual-motor variant’s claimed 4.4-second 0–100km/h dash.

Until recently, Tesla also offered the Model 3 Performance variant, which stops the clocks in a supercar-like 3.4 seconds, but this model is currently unavailable.

Nevertheless, Polestar’s response is an optional Performance Pack for the Long-range Dual motor, which adds adjustable Öhlins shock absorbers, Brembo brakes, 20-inch forged alloy wheels and an extra 40kW of power, boosting outputs to 350kW at the same 740Nm, and shaving a further three-tenths off the 0–100km/h sprint to just 4.2 seconds.

Polestar says changes to the rear-drive bias of the dual-motor all-wheel drive models are designed to improve driving dynamics and performance, with the rear motor now the primary drive source, supported by a new electric motor on the front axle.

The changes are claimed to improve traction, efficiency and performance with the drive characteristics now pegged at 64% rear bias on the regular model and 61% on the Performance Pack-enhanced model.

In both cases, the front motor also now automatically disengages when not needed to improve efficiency, instantly re-engaging when more power is required.

Polestar claims this front motor disconnect function contributes to the increased maximum range of both variants.

Of course, it wouldn’t be a mid-life upgrade without some styling enhancements and accompanying the MY24 updates are a new-look grille design with integrated forward-facing camera and new 20-inch wheels created using laser etching.

Beyond this, the fundamentals haven’t changed, with the Polestar 2 still an attractively styled lift-back sedan that sits up purposefully on guard-filling oversized alloy wheels.

New standard equipment on all MY24 models includes a blind-spot information system with steering support, cross-traffic alert with brake support, rear collision warning and mitigation, 360-degree surround view camera, auto-dimming exterior mirrors, a 15W wireless phone charger and side park assist.

On the debit side, the digital key and hands-free kick sensor for the electric tailgate have both moved from standard specification on MY23 models to being part of the optional $6,000 Plus Pack on MY24 models.

Carry-over standard safety features include dual front, side chest-protecting and side head-protecting (curtain) airbags, a centre airbag for front seat occupants, autonomous emergency braking (car-to-car, vulnerable road user and junction assist), lane support with lane keep assist, lane departure warning, emergency lane keeping and an advanced speed assistance system.

The compact cabin is nicely set out and appointed, with a quality look and feel that provides a more premium feel than you get in an equivalent Tesla.

The finishes are attractive and interesting, with a mix of natural fibres and recycled plastics on the dash in the doors and there’s an easy-to-interact-with combination of a 12.3-inch LCD driver display and a vertically oriented 11.2-inch central touchscreen.

There’s plenty of adjustment from the shapely sports-style front seats and the driving position is excellent, with the only niggle being a centre console which doesn’t allow longer-legged drivers to spread out.

Cabin stowage is adequate but not overly generous and it doesn’t take much to fill the few available slots with wallets, phones and water bottles.

Rear-seat accommodation is also on the tight side, with limited foot and knee room, but once in place the generous glasshouse and panoramic sunroof make for a nice, airy space.

Visibility for the driver through the rear screen is restricted by the fastback style roofline, requiring a section of scalloped headliner between the headrests to provide a modicum of visibility.

Fortunately, there’s an excellent 360-degree view camera system with multiple view options to help in this regard, along with parking sensors front and rear.

The boot is a respectable 405 litres, expanding to 1095 litres with the split-fold second row folded.

A handy spring-loaded divider can be popped up to keep groceries or other luggage items separated when travelling, and there’s also a small underfloor storage area but no spare tyre.

A can of goo stored in the 35-litre ‘frunk’ is the only option if you’re unlucky enough to get a flat.

Other boot features include a ski port pass-through space into the second row, a 12V accessory socket and a small, netted area on the side.

At the recent launch, we sampled the 220kW/490Nm Long-range Single-motor variant which felt quick enough and had more than adequate rolling acceleration for confident overtaking but lacked the ferocious acceleration of its more powerful dual-motor stablemates.

Dynamically, the change to rear-wheel drive has made the two-wheel drive models more engaging, with less weight on the front end equating to less tyre scrubbing understeer and a greater sense of control through the pedal and tiller.

Overall, it’s a nicely balanced vehicle with good grip and disciplined body control through corners and steering that’s impressively responsive and direct.

We also sampled a dual-motor variant with the Performance Pack fitted, meaning combined system outputs of 350kW/740Nm which delivers the viscera-shifting acceleration of some of the very quickest EVs.

It came with lovely perforated Nappa leather cloaking its slimline sports seats – a $6,000 option available only in addition to the $9,000 Performance Pack, with the latter also bringing gold-coloured Brembo brakes front and rear, and adjustable Öhlins dual-flow dampers.

The Brembo brakes provide demonstrably superior stopping power to the very capable standard units but require a reasonably solid shove to get them biting.

The ride is also notably firmer thanks to the specialised Öhlins dampers which remain just a few notches short of jarring despite having been softened off in this MY24 application.

These dampers are a serious and expensive piece of suspension kit, with 20 individual ride settings that can be adjusted by any home mechanic with access to a jack and a set of ramps, or by a Polestar dealer.

While they provide tangible high-speed handling benefits, they’re very firm when teamed with the 20-inch wheels and are best suited to performance enthusiasts looking for that last inch of handling prowess.

Even on models without the Öhlins but riding on the 20-inch wheels the ride is on the firm side and anyone sensitive to ride quality should think hard about sticking with the base model’s 19-inch wheels, which have the added benefit of less tyre noise and suspension knock over road irregularities.

The previous generation Polestar 2 was already a nicely resolved, dynamically competent and engaging vehicle and these MY24 changes have made it a more compelling proposition again.

With its appealing combination of Swedish design, usable technology, good range and strong performance it stands out as a legitimate rival to Tesla’s all-conquering Model 3 sedan and deserves to be on the radar of anyone in the market for a premium EV that’s not an SUV.

The Polestar 2 comes with a five-year unlimited-kilometre manufacturer’s warranty and an eight-year 160,000km battery warranty.

There are three different options packs, including the $3,500 Pilot Pack, $6,000 Plus Pack and the $9,000 Performance Pack.

Individual options include a $6,000 Nappa leather upgrade, which is only available in conjunction with the Plus Pack , a semi-electric retractable towbar ($2,850) and 20-inch alloys costing $1,400.

Polestar 2 Long-range Single motor key info

• PRICE: $71,400 (MRLP)
• POWERTRAIN: 82kWh battery lithium-ion battery, rear mounted electric motor (220kW/490Nm), single speed reduction gear
• RANGE: 654km (WLTP).
• ANCAP CRASH RATING: Five stars 2022
• ENERGY CONSUMPTION: 14.8-17.2 kWh/100 km (WLTP)
• FOR: Performance, range, safety, dynamics, styling, technology.
• AGAINST: Price, compact cabin dimensions, expensive options, ride on 20-inch wheels, no spare tyre (mobility kit).