When a manufacturer gets the early version mostly right first-time around, ‘updates’ often feel like a downgrade on the original.
The temptation has often been to add ‘bloatware’ in the form of larger, heavier vehicle bodies, more gadgets and gizmos to distract and/or changing functions in ways that make them harder to use.
(Anyone remember the Datsun 240Z and its increasingly worse successors – or more recently Tesla’s ‘upgrade’ of the Model 3 by removing the indicator and wiper stalks?).
First released here in late 2021 for 2022 deliveries, I found the Polestar 2 to be an impressive ‘driver’s car’, although the first iteration’s driving ranges were surprisingly low for their battery sizes.
Polestar acted on that weakness in late 2023 by launching a refreshed line-up with a slightly larger battery for the long-range option (up from 78 kWh to 82 kWh), more efficient drive-trains, tweaked suspension tune and, for the 2WD, moving the driven wheels to the rear.
As I wrote back then, I was pleasantly surprised with the improvements, especially as the revised WLTP range was now actually achievable.
Fast-forwarding to the recent launch of the revised 2026 Polestar 2 and the question uppermost in my mind was have Polestar managed to avoid the pitfalls involved in “trying-to-improve-on-perfection”?’
Changes for MY2026 Polestar 2:
Changes for the 2026 update are generally minor, with few cosmetic changes apart from a new (lighter) design for the performance pack alloy wheels, an additional ‘Dune’ exterior colour option (and removal of the Juniper option), the inclusion of recycled textiles for some of the interior trim and the use of ‘animal welfare-secured leather’.
Image: Polestar Australia
Technical changes are also minor, these being:
- Increase in the standard range battery from 69 kWh (from LG Chem) to 70 kWh (from CATL);
- Change in WLTP rating for the standard range single motor from 546 km to 554 km;
- Faster DC charge rate for the 70 kWh battery (now 180 kW, up from 135 kW);
- Upgrading the infotainment processor chip to enable shorter response times from the touchscreen and quicker download speeds;
- Swapping the optional upgrade audio system provider to Bowers & Wilkins;
- Manually adjustable Ohlins dampers in the Performance pack.
At the recent launch event put on by Polestar, The Driven got to do back-to-back drives of an original 2022 Polestar front-wheel drive 2WD against the latest rear-wheel drive 2WD and all-wheel drive performance versions.
My first impression were how little the interior appearance and driver controls had altered: what had always been a good package had not been meddled with. On setting off on the highway section of the route, my next impression was all three felt much the same to drive.
Obviously, the performance pack AWD was quicker off the mark with a little more harshness in road feel on its Ohlins dampers, however if driven sedately on straight roads – all three did the job equally capably and were easy to relax into in terms of driver position, feel and comfort. It was only on the winding, hilly section that the three pulled apart in terms of their capacities.
The original front-wheel drive 2WD still felt comfortable in that environment, but the rear-wheel drive 2WD felt the more sure-footed of the pair. Meanwhile, the performance pack with AWD provided the quickest and most surefooted of all through the twists and turns – but keeping to the speed limit left you feeling that it had a lot more to give, provided you wanted to lose your licence!
Image: Polestar Australia
ADAS:
Another reminder I had during the drive day was how well Polestar (plus Polestar’s stablemate Volvo) do Advanced Driver Assistance Systems (ADAS). Unlike many other Chinese built cars, it is not what I prefer to call an Advanced Driver Annoyance System.
In fact, I would prefer to call it an Advanced Driver Advisory System – in that it does its job so well that the very few warnings it gives are attended to, rather than the incessant (and seemingly random) ‘bings’ and ‘bongs’ and steering shoves that you end up either ignoring, or learn to reflexively turn off at start-up.
All-in-all, not only did I not turn off any ADAS functions in the Polestar 2, I appreciated their existence. (Unlike my reaction to those in most Chinese-built vehicles).
Driving the old and new Polestar 2 models back-to-back also reinforced what I have been saying for some time in my public talks: since 2018/19, BEV technology changes have become incremental rather than revolutionary.
As a result, the second-hand market is now maturing into a viable entry point for BEV buying. To reinforce this point, the MD of Polestar Australia (Scott Maynard) noted that Polestar 2 resale values were holding up well.
And the myth of the ‘battery dying at the end of the warranty’ was being dispelled by the battery health checks being performed by the major auction houses. One example he cited was that of an older version here with 250,000 km on the clock still showing 92% of its original capacity.
Summing up:
Thankfully, after sorting the initial range and efficiency shortcomings of the 2022 Polestar 2 (plus the driving improvement given by moving the driven wheels of the 2WD to the rear) Polestar have avoided the ‘improvement by bloating’ pitfall with its 2026 refresh.
In fact, the update is so minor it could almost be viewed more as Polestar’s way to remind intending BEV buyers of the model’s existence in what is to be a year of significantly increased model (and price) competition.
That competition by the way will also be from Polestar itself. Back in 2022 the Polestar 2 was the sole offering from the brand, now Polestar has a 3-model lineup with the Polestar 2, 3 and 4. This will increase to four models with the Polestar 5 due later this year, plus the Polestar 7 is likely to arrive here in 2027.
At the launch, Polestar stated they have no particular expectation of increased sales for the 2026 Polestar 2. Rather, they hope it will maintain it’s sales numbers in the light of the increasing model mix offered by Polestar as well as the increasing model options from existing and new manufacturers in 2026 and beyond.
Certainly, despite now being a 5 year-old model, the Polestar 2 holds up well against its current competition and is well worth considering as a new (or second-hand) buying option as one of the more comfortable (and fun) driving cars available on the Australian BEV market today.
Pricing: before on-road costs/on-the-road in Victoria (current offer on-the-road: prices to 31.3.26)
- Polestar 2 Standard range, single motor: $64,4001/$68,6592 ($55,7633)
- Polestar 2 Long range, single motor: $66,4001/$72,8792 ($59,9313)
- Polestar 2 Long range, dual motor: $71,4001/$78,0372 ($65,1413)
- Polestar 2 Long range, dual motor, performance4: $85,0801
Notes:
- before on-road costs
- on-the-road price in Victoria
- current Polestar offer, on-the-road price in Victoria. Offer prices to 31.3.26
- Includes price for Plus pack
Option Pack pricing:
- Plus pack: Fixed panoramic glass roof with projected Polestar symbol, fully powered front seats including 4-way power lumbar, driver seat memory, front cushion leg extension, backrest storage nets, Harman/Kardon 600W sound system: $4700
- Performance pack: Performance software upgrade, 20-inch Performance wheels, Polestar Engineered chassis tuning, Brembo brakes, Ohlins Dual Flow Valve dampers, Swedish gold accents: $8980 (requires Plus pack)
- Pro pack: 20-inch graphite Pro alloy wheels, black seatbelt with Swedish Gold stripe, gold valve caps: $1900
- Climate pack: Heated rear seats, wiper nozzles, and steering wheel, plus heat pump: $1500
- Pilot pack: Pilot Assist, Emergency Stop Assist (Standard inclusion)
Single Options
- Pixel LED adaptive headlights – $1600
- Bowers & Wilkins for Polestar – $3500 (Requires Plus pack)
- Privacy glass on rear windows – $500
- Bridge of Weir animal welfare-secured leather in Zinc with light ash deco – $4800 (Requires Plus pack)
- Bridge of Weir animal welfare-secured leather in Charcoal with light ash deco – $4400 (Requires Plus pack)
Specifications (Source: AEVA.au/fact-sheets)
Seating: 5
Boot volumes in litres: (1 litre = 10 x 10 x 10 cm)
- Boot – seats up: 405 L*
- Boot – seat folded/to roof: 1,095 L*
* including 41 L under rear floor
- Froot: 31L (front boot: under-bonnet storage)
Dimensions:
- Overall length: 4,606 mm
- Overall height: 1,479 mm
- Ground clearance: 151 mm
- Overall width (edge of doors): 1,859 mm
- Overall width (edge of mirrors): 1,985 mm
Battery:
Charging:
- 1 phase AC: 7.4 kW max.
- 3 phase AC: 11 kW max.
- DC: Long range: 205 kW max; Standard range: 180 kW max.
Charge port location:
Drive configuration:
- Rear-wheel drive or
- All-wheel drive
Towing:
- 1500 kg braked/750 kg unbraked.
Performance:
Bryce Gaton is an expert on electric vehicles and contributor for The Driven and Renew Economy. He has been working in the EV sector since 2008 and is currently working as EV electrical safety trainer/supervisor for the University of Melbourne. He also provides support for the EV Transition to business, government and the public through his EV Transition consultancy EVchoice.
