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I’d rather drive the Polestar 2 than the Tesla Model 3. Polestar 2 is more comfortable, more built and has a greater information and entertainment system. In all the measurements of classic cars, it is a larger car and yet I find it difficult to present it compared to the Tesla Model 3.
Polestar 2 excels where the Tesla Model 3 fails. They have compatibility and the end of the 2 is on par with all BMW, Mercedes or Volvo, as Polestar is a close spouse of the Swedish luxury brand.
However, while Polestar 2 is fantastic, the car doesn’t have Tesla’s horny ecosystem. Polestar does not have a network of its electric vehicle charging stations, and it is not known whether the company will implement live updates of new features. Tesla has a culture around its logo that is exciting and enjoyable, and deserves to be taken into account when buying a vehicle.
I spent a long morning in Polestar 2, sailing through passenger traffic and running down dirt roads near Hell, Michigan. He drove the EV on the road, had it buying groceries and lived with the car. After driving the car for a few hours, there were still 120 miles left in the battery.
The EPA has not yet announced the diversity of Polestar 2, but Polestar itself says it can travel up to 275 miles at a charge. I experienced something a little less: more than 250 miles. That said, my short time with the vehicle, I drove it hard and fast. The winding dirt roads enjoyed the AWD formula and the 49/51 weight balance.
The Polestar 2 is an adorable vehicle and the build quality is excellent. The doors are closed with a dull noise, the seats offer comfort and the board is built with recycled curtains that are high-end but responsible. Looks like a car from a mature car company.
I have too much of the quality of Polestar 2, and this is probably due to its close ties to Volvo.
Launched only 3 years ago at Volvo and Geely, Polestar has temporarily become its own car manufacturer (although it maintains close ties to any of its parents). As such, Polestar is an OEM, as is Volvo, General Motors and BMW. Polestar is independent of Volvo and Geely with its VIN numbers, production services and control equipment.
Polestar 2 is the vehicle at the moment of the young car startup. The corporate polestar 1, a $155,000 hybrid tourism limited to 1,500 cars, of which only 450 arrive in North America in 3 years. I drove a popular Polestar 1 a few weeks ago and discovered that the powertrain was fantastic. The hybrid formula is adjusted to make it a perfect car for the driver at the same point as the most productive tourers.
Polestar says he designs his cars to make them laugh while driving, and the corporate is two by two. The Polestar 1 hybrid is fun to drive in a hard, masculine way. The all-electric Polestar 2 is naturally different from Polestar 1 and is adjusted for driver enjoyment.
As I said earlier, the Polestar 2 is better to drive than the Tesla Model 3.
Polestar 2’s electric motors provide force with limited control. Instead of being spasmodic or fast, the electric Polestar 2 is comfortable and refined. When the throttle locks, Polestar 2 gradually reduces strength, starting slowly and accelerating rapidly. Don’t get me wrong with what I’m saying. The Polestar 2 is fast, capable of reaching a hundred km/h in less than five seconds, which is fast enough for any circle of familiar vehicles. In my experience, the 3-style electric force is configured to supply a lot of force at the time of acceleration. The Model 3 is very fast, but it’s too fast for some, even in popular modes.
The difference between The acceleration of the Polestar 2 and the Model 3 is sophisticated but essential. The Model 3 can smoke Polestar 2 in an endurance race, but is applicable to maximum drivers. For me, Polestar 2 a little slower, but still fast, is more fun to drive.
Polestar 2 runs with confidence and has virtually no understeer. It is controllable like maximum productivity four-door sedans. This is due to several things. First, the car has a very maximum maximum production weight balance, with 49% at the front and 51% at the rear. And the maximum of that weight is under the car, where the batteries are, which reduces body roll. Second, the electric motors on each axle provide traction thanks to an AWD system.
How to live with Polestar 2 and drive it every day? I can’t say. I’m just in the vehicle for a few hours. The rear seat looks spacious enough for a medium-sized car, and the ground mastery is larger than a Tesla Model 3. The mastery of the hatch is giant and there is a small garage compartment at the front.
Autonomy is a disadvantage with Polestar 2. Compared to the Tesla Model 3, the Polestar 2 is short. The Model 3 can travel up to 322 miles on full charge, while Polestar 2 has a diversity of approximately 275 miles. Interestingly, the Polestar 2 has a larger battery than the Model 3. But it’s also heavier, because the Polestar 2 is built on a Volvo/Geely platform that is also used for gasoline vehicles.
There are allusions to Volvo’s design language, the Polestar 2. For me, the design is futuristic chic and I love it. Polestar 2 has presence and balance. It’s angular and fluid. The interior is more similar, with forged lines and tight curves.
Thomas Ingenlath, ceo of Polestar, is a longtime automaker and his influences are evident. Design turns out to be paramount to the Polestar experience. Prior to Polestar, he was Volvo’s senior vice president of design after holding similar positions within the Volkswagen Group at Audi and Skoda.
The interior of the Polestar 2 is more minimalist than the maximum cars, but even more active than the Model 3. There are few physical elements: danger lights, radio power, rear defrosting, front defrosting and volume button (volume deserves to be on a rotating button). Both guide column rods control their general functions and the guide wheel comes from newer Volvo cars and includes multimedia controls and cruise controls.
The giant center screen is easy to read and is very well located. I didn’t feel any offensive glow in my few hours with Polestar 2. Careful, in the photo here, the center screen is dark because as soon as the front seats are empty, the car darkens the screen to save battery.
In the end, the quality of the structure speaks of trust. The Polestar 2 doesn’t seem risky, like a Model 3, which has had countless design and production issues. Polestar 2 does not feel like the vehicle of the moment of a startup.
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Polestar is the first company to offer Android Automotive. Unlike Android Auto, Android Automotive is the main interface of Polestar 2. Control everything from radio to weather, vehicle settings, and connected maps, programs, and services.
Android Automotive is amazing. The interface is blank and is as responsive as the most productive smartphone. To take advantage of all the features, users must be connected to a Google Account. Some users may decide to sign in to their main account or create another one just for Polestar 2. In any case, once connected, the formula connects maps, apps and the rest of the person’s services, adding gadgets connected to a Google Home Account.
Android Automotive can still be used without connecting to Google. By skipping this step, users will have the maximum of the connected features, but some customization features are not available.
The Google Assistant is integrated into Android Automotive and is the first built-in voice service I’ve used that works well. Just say “OK, Google, turn on Spotify” and Spotify turns on. Say a location and it will show the position. Ask them to reposition the temperature and reposition the temperature, as Android Automotive also controls the air conditioning on board the vehicle. Some features have a knowledge connection, while others, maximum built-in configurations, work without a knowledge connection.
Android Automotive inspired my tenure in Polestar 2. It has a logical design and is easy to use. The formula will soon be available in other vehicles. Polestar is only the first automaker to implement the formula.
Android Automotive also works with iOS devices. The Polestar 2 will soon get the benefits of CarPlay, a live update, and iPhone users can also pair their devices with Android Automotive via a Bluetooth connection.
I walked away from Polestar 2 impressed, but it’s hard to make a full recommendation. For me, even with a shorter range, the Polestar 2 is a larger vehicle than the Model 3. But the Model 3 has something missing from Polestar 2: the Tesla factor.
Despite all its flaws, Tesla has an ambitious history of innovation that has resulted in a national network of chargers, consistent new features provided through live updates, and a quirky laugh that delights and impresses. Like pet mode. After a Twitter suggestion to Elon Musk, Tesla temporarily implemented a mode that allows users to protect their pets while displaying an informative message on the center screen. It’s a small but revealing detail about Tesla’s experience, and it’s not transparent (and unlikely) that Polestar offers the same experience.
Polestar does not oppose the Model 3, but opposes Tesla. When a user purchases a Tesla, they purchase it from an ecosystem of facilities that complement the vehicle. Tesla knows better than anyone that a car is a lifestyle selection and the company has built an impressive culture.
Polestar’s leaders seem to know they’re fighting a battle.
On the one hand, the company is fighting Tesla’s ecosystem and culture, and it turns out Polestar is following in Telsa’s footsteps. The automaker offers mass car promotion from brokers and opens storefronts like Tesla stores. These places are located in high-end spaces, such as reputable grocery shopping spaces alongside luxury brands. Like Tesla’s showrooms. However, to get cars in the customer’s hands faster, those locations will be owned by Volvo racers who will facilitate sales and service.
Polestar is sold for medium-sized luxury cars from European brands other than Tesla itself. At least, that’s what the company says publicly. It makes sense to a certain extent. The production quality of a Polestar vehicle is astonishing to that of a Tesla and is on the same level as the most productive in Europe.
So the Polestar 2 is bigger than a Tesla Model 3? Yes. But deciding which one to buy is a matter.
The Tesla Model 3 can drive more at a rate and is seamlessly incorporated into Tesla’s Superrater network. This is a vital thing that buyers consider. Tesla’s commitment to continuing to implement new features will also be an eye out for buyers as it helps keep cars new and exciting.
Polestar 2 has a higher value than model 3, but they are in the same range. Well-equipped Polestar 2 cars start at around $60,000, while 3 models with specs charge around $50,000. In the United States, Polestar 2 is eligible for a $7,500 tax credit.
Tesla, aside, Polestar has built a vehicle in Polestar 2, and that deserves to be applauded. The car manufacturer is 3 years old, has only 800 international workers and has continued to evolve to the point of producing world-class vehicles. Few other automakers can make those claims. And the company has big plans for the future. Polestar says he’s on track to deliver the Polestar 3 SUV in 2022, which will feature a new platform with the logo and a much longer battery life.
Polestar built the car, now he has the floor.
Publisher’s Note: An earlier edition of this article incorrectly stated that the Tesla Model 3 is eligible for a U.S. tax credit.