Here is my review of the Polestar 2 (posted on the Polestar forum) after my one day Turo test drive last September...I did this right after my 2 day Turo test drive of the Model Y Long Range:
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So here's my whopper first post to the PS forum and it comes as a "first impressions" review of sorts comparing the PS2 and the Model Y LR. I rented both of these on Turo as I like to get looong test drives in on cars I might consider buying...in this case as possible replacements for our 8 year old Tesla Model S P85+. If it helps, we also own a Volvo XC60 R-Design...with the Polestar tuning software. (i.e. I had actually "heard" of Polestar! )
For those not familiar with the Model S P85+ - it is RWD with a 0-60 time of anywhere from 3.9-4.4 secs depending on which test outlet you believe. The "+" package in 2013 consisted of larger staggered tires and a sport-tuned air suspension. I actually run the 19" rims on mine as the 21" PS2s were just too noisy.
First, the 3 cars are, of course, i
n entirely different categories. You have my large kind-of-luxury 8 year old Model S fastback, the small SUV/CUV Model Y and the small sport sedan/pseudo crossover fastback Polestar 2 -but such is life when looking at cars in the electric space…choice is still pretty limited.
Anyway, it is a bit difficult to know where to start, but here goes (hope you have some free time):
2021 Model Y Dual Motor Long Range, 20” black Induction Rims, Midnight Silver Metallic:
So we rented this for 2 full days and I was off work those 2 days so I had plenty of time to drive it. Indeed, I know we put at least 200 miles on it. I wanted to rent it as it is a strong contender to replace our Model S (which is now 8 years old, has 88K miles on it, and is 100% out of warranty – aka no more battery or motor warranty). I had also test driven a Model Y performance and felt the dreaded “buffeting” that I had experienced with my Model S early on – and I was NOT looking for a repeat of that. I wanted to test the car longer and even spend some time triaging the buffeting (note: see 27 page thread here for a reference:
Ear pain/Pressure help).
Pick up was a bit rocky as the renter did it all remotely and had some issues unlocking the car, but he figured it out and we were on our way after a 15 ore 20 minute delay. As an FYI, you can text the owner through the Turo app, but there is separate “contact owner” link that allows you to SMS or message them…had to resort to the latter. The specifics:
Acceleration
The car is quick, both from a stop and when accelerating at speed (i.e. freeway passing, etc.). It has been a while since I tested a Model Y performance, but honestly, I think it felt pretty darn similar. As I understand it, the primary difference between the “regular” and “performance” is all in the 0-30 time. While I would normally ALWAYS go for the faster performance models, I’m not sure it is worth it here as it just didn’t come across as lacking…admittedly, the regular Model Y price has risen significantly while the performance hasn’t as much…so that delta is smaller. You can, of course, split the difference and pay (post-purchase) $2K for the “Acceleration Boost” upgrade.
Handling/Ride Quality/Noise, Vibration & Harshness (NVH):
I lump the items above together simply because they are, inevitably interrelated.
The handling of the Y was “fine” – there really isn’t a lot to complain about in normal driving. However, it does get a tad wallowy under harder acceleration (especially if you are whipping around someone). However, while I did nail it on several occasions, I didn’t find the car ever really inspired me to “play”. Sure the battery pack is low (like with every EV), and it has more than enough power, but “drive it fast for fun” just wasn’t at the top of the list and I settled in to just “driving it” normally most of the time, with a few bouts of quick acceleration. Honestly, that describes how I drive my S most of the time too…although perhaps I do drive it with a bit more vigor.
The ride quality, was in the OK to “meh” range. It was always a bit busy with too much head toss. We drove it on a ton of roads over those 200 miles and got as good a feel for it as we were gonna get. Over smooth roads it was mostly fine, but even smooth roads “aren’t” so you still had a bit more of the road coming through. At low speeds you were just subject to a lot of movement, and the worse the road, the more movement you got. The back seat ride was notably worse than the front seat. I had my wife drive around with me back there. I get car sick and after about 10 or 15 minutes, felt a slight sensation of that cropping up over some of the worst roads. Honestly, I think both Tesla and other automakers are struggling with this on electric vehicles. They are so darn heavy that you really need a premium suspension to deal with it. This is, IMO, especially true in a taller vehicle like the Model Y. The S and X (which also aren’t perfect) at least have the air suspension and (as of 2019) the adaptive dampers as well. The Y has neither (although there is a rumor it might get the air suspension at some point…but the same thing was true for the Model 3 and that never happened). On most cars, the aftermarket addresses the enthusiast who wants more performance…but for the Model 3 and Y, they come out with a more COMFORTABLE suspension (
MountainPass Performance Comfort Coilovers ) …but these coilovers ain’t cheap at $2780 (
MPP Model Y Comfort Adjustable Coilovers - Mountain Pass Performance)! I know all that sounds harsh (no pun intended), but it is still a livable suspension, but it could get “old” for some people – especially if you don’t get used to it quickly.
The NVH in the vehicle was better than expected. There is more impact harshness (see ride quality) and those impacts were felt AND heard in the car, but overall it was quieter than I was expecting. Stil, not awesome, but reasonable overall. This car did have the double-paned front wide windows which may have helped a little bit. It was noisier in the back seat, but still livable. The one notable exception to this was the boominess I spent some time triaging. It was definitely there. I adjusted the hatch adjusters and even made some more solid rubber discs as I made a change, tested, it made another change, tested it, etc. After 3 or 4 rounds I decided the best compromise was just the factory adjusters set to contact the body just tight enough that I could barely pull a piece of paper out when shut. I would still try more if I got one, but it was tolerable at that point – not great, but OK.
I think it is important to note that I don’t think the rim size makes a lot of difference in any of this. This car had the upcharge 20” rims over the base 19” rims, but frankly, I remember the ride quality on the performance Y (with 21”) being similar…albeit the boominess was worse and that might be more difficult to quell on 21s. I’m not a fan of the solid black wheels though in terms of cosmetics. Ironically, when I test drove a Model 3 performance, I actually thought that suspension felt BETTER than the earlier model 3 I rented.
One Pedal Driving / Regen
The regenerative braking is seriously strong on this car, and, I suspect is similar across all of the Teslas now. I point this out because my 2013 is a rear motor only car and the regen is simply less on the one motor cars. You can definitely do one pedal driving in this thing and I’d have little use for even more regen (i.e. not missing a “regen paddle” like the Chevy Bolt has). I actually felt it was a little too aggressive, but I assume I would get used to it after a while. More annoying was the accelerator pedal stiffness…just seriously stiff. I’m sure, again, I would get used to it, but it just seems unnecessarily so.
AutoPilot
My own older Model S doesn’t have autopilot, but I’ve played with it on a couple of loaners and on test drives. Still, this was my first go at trying it for any length of time. Overall, I was impressed. It just worked without any real drama (indeed, better than I remember from past loaners and tests). Ironically, that stiff accelerator pedal had me engaging it a bit more just for some relief (yeah, yeah, a nit). Still, I didn’t encounter any phantom braking, lane confusion, ping-ponging, etc. Conditions were clear, but there was reasonable amounts of traffic. The biggest annoyances were having to apply as much wheel torque as needed every 30 seconds or so and the inability to have it change lanes and remain in AP (car did not have FSD). Still – no real complaints.
Interior & UI
This car had the black interior and honestly it felt a bit more “closed in” than I anticipated. It wasn’t a tomb or anything in there, but general a bit “enclosed”. Visibility out of the car wasn’t great. The rear visibility is mediocre, but the bigger problem was the side mirrors are just too, darn small! When you couple that with the ¾ rear blind spots, well, not ideal. It does have more than adequate rom inside and the hatch area, in particular, is really good – probably best in class (MAYBE Audi etron has more??). That storage space is, I’m sure, key for many people. I think it even rivals our S…it is certainly taller inside.
The seating position is upright, but the car is still easy to drive as it isn’t like a giant SUV. I did find the seats to be comfortable (squishy), but after a long day of driving I began to feel like I was compressing that seat foam all the way down and was sitting on the harder, flatter surface. Kind of weird in that regard.
The single screen UI is fine…when taken in isolation. We almost immediately got used to the fact that there was no IP – and I experienced the same on previous test drives. What I don’t care for is Tesla’s misuse of space in that single 15” UI. That left 1/3 of the screen being dedicated to the car functions is too much. Heck, at least give me the option to swipe it narrower. What I really want is MORE MAP and better turn by turn nav. This is where the Model S shines in comparison. It isn’t that it has a IP per se, it is that it simply has more screen real-estate (both with the larger center screen and the IP screen) – that simply allows for more info to be displayed. Both my wife and I missed having a much larger map view available all the time and the turn-by-turn view in the IP. This was the first test drive where that really became noticeable. Again, could we live with the one screen – yes. Is two screens, with more real estate better – yep!
As an aside, my wife noted the transition to the Y was “easy” and “familiar” relative to the S…and I agree.
2021 Polestar 2 Dual Motor, 19” rims (no PP)
So, I rented this car for just ONE day. It was sort of a fluke as I was browsing Turo and was surprised when I saw one for rent, and further enticed when I saw it was only about a few miles away. The details:
Acceleration:
This car has 400HP and feels similar to the Model Y and maybe a bit less than my P85+. Overall, no shortage of power and zero complaints. The throttle tip-in is a little weird as it isn’t quite as linear feeling as the Y…sort of nothing and then power. Fortunately, it isn’t really annoying (important as I HATE weird throttles that give you nothing and then jerk you forward) as it is more like nothing then gradual power.
Handling/Ride Quality/Noise, Vibration & Harshness (NVH):
So, the Polestar 2 is SMALL. Think of it like an older 3 series (back before the 3 was the size of an older 5). It’s wheelbase is 107.7”. Compare that to the wheelbase of my Model S (116.5), the Model 3 (113.2), and the Model Y (116.7). That small size colors a lot of things about it – both good and bad. Ironically, the ride height is only 1” shorter than the Y – splitting the difference between the Y and 3 …a pseudo crossover.
On the upside, it handles reasonably well. Not perfect (still a bit disconnected from the road), but much better than the Y and better than my S. Unlike the Y, it DID inspire both me and my wife to play with it. It is clearly aimed at the Model 3 and not the Y. The more we drove it, the more we liked it and wanted to drive it. This car had the base suspension. There is an optional (like $5k) performance package that includes big brakes, bigger wheels, and Ohlins adjustable dampers. This is the one most of the original reviewers have reviewed. Now, Ohlins makes high end stuff…but the problem here is they put MANUALLY adjustable dampers on the performance model…NORMAL PEOPLE AREN’T GOING TO JACK THEIR CAR UP TO ADJUST THE DAMPERS!
The ride quality was a mixed bag. Like the Y, I think it struggles to deal with the weight. The dampers are better than the Y in that there is less impact harshness (or maybe it is just better bushings), and less jiggling over normal road surfaces. Unfortunately, that short wheelbase (which makes it fun to drive) exacts a penalty here over rougher surfaces and undulating freeways. I rode in the back at one point while my wife drove and hit some undulating freeway dips…I think I launched into the air briefly…whoo hoo! So, while the win goes to the Polestar vs. the Y in terms of ride quality it is hardly all upside. All of the reviewers who tested the performance package cars (with the Ohlins) said it rode too firm (even when adjusted for max comfort), so that doesn’t sound like it would be an improvement. However, I would still like to drive one with those dampers simply because a good damper can be “firm” but still impart a “quality” to the damping that simply comes across as better (i.e. less jounce on rebound, etc.) – so would like to feel it for myself. So, while not great, it was tolerable and the “fun” factor made it seem like less of a trade-off.
As to NVH, well…surprise, it had some boominess too. Weirdly, I am starting to see some trends on these “heavy” EVs. This car is ALSO a hatch (fastback) which I think (actually, I am sure) contributes to this. I didn’t bother to mess with it (only had a one day rental), but a bit annoying. Other than that, no real issues or weirdness.
Interior and Tech
So this car had “cloth/vegan” seats (finally, a use for vegans) vs. the fake leather seats in the Y (or real leather in my Model S). The seats were low and firm. Since I am old, I ended up adjusting them to be higher. There is a ridiculously expensive leather option (like $4k…ouch). They felt pretty good after a day of driving, but we didn’t put as many miles on the Polestar (maybe 100 miles total). Somewhat surprisingly, the car felt more open and did have better exterior visibility (excluding the tiny rear window) than the Y…although the Model S was better than both. You will, like the S sit “low” regardless compared to the Y, but the seats are more raised off the floor (sort of a spilt between the S and the Y). You also don’t sit knee-high in the rear (like you do with the Model 3).
(update: since I wrote this a neighbor purchased a Polestar 2 with the pricey leather upgrade seats...MUCH nicer IMO, but only available in the tan and with certain exterior colors for 2022; For 2023 the leather option is now gray and available with more colors...still pricey...like 4500 I think)
The a/c vent situation was a little weird – the two center vents were high and partially blocked by the screen…whoops….goofy oversight.
On the tech front, this car has the new Google Auto UI (not to be confused with Android Auto that you “cast” from your phone). Honestly, it is pretty good out of the box. It has a large vertical center screen, but it is only 11” (vs. the Model Y’s 15” screen and the S’ 17” screen). However, like the S, it has the instrument panel screen which simply provides for more real estate. In this cases, it means the entire center screen could be the map navigation, while the IP had other info and its own navigation view (similar to Audi’s). Weirdly, we were playing a song (from the YouTube Music app) and while the map was up on the center screen it wasn’t showing the song that was playing. There might have been a setting somewhere, but it wasn’t immediately evident. Oh and it lost the pairing to my phone from one day to the next…it all seems a bit beta, but the closest experience I’ve seen to Tesla so far.
Pilot Assist
Pilot Assist is Volvo’s (I mean “Polestar’s”) equivalent to Autopilot (i.e. adaptive cruise w/ autosteer) and it was surprisingly good. If the Tesla’s system was a 9, the Volvo’s was a 7.5 or 8. It had a little more ping-pong effect, but overall was way more similar than different – it definitely isn’t just adaptive cruise and lane keep assist. On the upside, it required less “aggressive” wheel movement intervention than the Tesla. Still, Tesla is a notch better here.
CAVEAT – WHIPLASH AT NO CHARGE!
Sooooo one stupid caveat which almost ruined the entire Polestar experience for us. We picked up the car, drove home, grabbed a quick bite to eat and then left for a test drive. We backed down our driveway which isn’t that steep, and as it got to the bottom of the driveway the rear parking sensor started to alert. It does this occasionally on the Model S too as it briefly thinks the car is going to hit the “ground”. In this case however, the automatic rear emergency braking kicked in and slammed on the brake and immediately stopped the car. It was so friggin’ abrupt it felt like we had gotten rear-ended. I tried to move again and it did it AGAIN. We ended up driving back up the driveway, turning around at the top and driving out forward. This was so crazily abrupt that our necks literally hurt for the rest of the day. I know this sounds like an exaggeration, but even a day later it still hurt. Of course I found some posts on the Polestar forum complaining about this and the “terror” folks experience backing into their garage, etc. You can, fortunately, disable it, but you have to do it every time you drive…
ridiculous...and especially so from a safety conscious Volvo partner!
(Update: since I wrote this, Polestar released software update version 1.9. Oddly enough it seems to have both improved this issue for some people and introduced or made it worse for others...clearly more work to be done here...or just make it so it can be permanently turned off!)
Pics:
Everyone has seen a Y so no pics of it, but here is the Polestar:
2021 - Polestar 2 Test Drive
Summary:
So, a mixed bag overall. The Y is a solid car, with plenty of power, lots of room and decent handling but a bit rough riding, with compromised side mirrors and less than perfect UI and side mirror visibility. I just wish I was more “enthusiastic” about it. The Polestar has a lot going for it, has a nice UI, and good build quality but is simply SMALL, and also has a rougher ride – the fun factor is compelling, but so is whiplash (on the other end of spectrum!).
It’s also hard to drop $60K on anything I’m not 100% sold on…especially when I’m driving a paid off S with better ride quality than either the Y or Polestar and as much storage capacity as the Y. It isn’t as fun as the Polestar, but maybe splits the difference between the Y and Pstar. As a side note, both the Y and 2 were more quiet at freeway speeds than my S (unfortunately).
Overall, the Polestar made me realize I need to legitimately consider other non-Tesla EVs. While I didn’t monitor the range closely, it was apparent the Model Y was underperforming relative to its range estimate (like all Teslas) while the Polestar was, minimally, on target. The stupid “supercharging” thing is always the elephant in the room, but if we have at least one gas car, it may not be the be all / end all that it is made out to be.
The end…finally!