Polestar 2 vs Tesla Model 3
- by Carsguide.com.au
- Sep 15, 2023
- 0 Comments
- 0 Likes Flag 0 Of 5
It's easy to connect to the wired Apple CarPlay and there is wired Android Auto and in-built google apps, too.
The optioned Harman Kardon sound system with its 13 speakers means you can listen to your music as if you're in a private show performed by your favourite artist!
To round out the practicality of this sedan, the boot is large enough to carry your gear at 405L and the large compartment underneath the floor is super handy to store smaller items.
There is a panel that lifts up to make a cosier storage area, say if you only had a couple of bags of groceries you didn't want rolling around.
And because the Polestar 2 lacks an engine, there is frunk storage of 41L at the front which is perfect for any charging cables.
The compromise for getting all of this space is that you only get a tyre inflator repair kit, which is housed in the frunk storage area.
And lastly, having a powered tailgate is always a bonus but I miss having a good old-fashioned button on the boot lid to open it.
Practicality
Inside, the big news is the new seats. Tesla was happy to admit the pews fitted to the previous Performance just weren’t up to the job of holding humans in place when applying so much G force.
The new 'Sport Seats' feature enhanced side cushioning and side bolsters for better lateral support during dynamic driving. And they can also be heated and ventilated.
Elsewhere, there’s some carbon-fibre trim on top of the dash, with a Tesla-first weave pattern to further help the Performance stand out within the Model 3 line-up.
Other than that, it’s pretty standard Tesla sedan, which will be familiar if you’ve ever caught an Uber in Los Angeles. Spartan, minimalist, slightly cheap-feeling.
As for the practicality of the tech, I'm still against the giant 15-inch tablet-style touchscreen, for everything, the replacement of an indicator stalk with buttons and not having a speedo right in front of your eyes, where you need it.
Price and features
There are four variants available for the Polestar 2 and our test model is the Long range Single motor which costs $71,400, before on road costs and before any optional packs or paintwork options.
Relative to its nearest competitors, it seems like the most affordable but our model has been optioned with a few packs, which add a host of features that mostly come standard on its rivals.
Standard items include 19-inch alloy wheels, frameless side mirrors (very cool), pixel LED headlights with adaptive high beam and some decent technology, like four USB-C ports, an 11.2-inch touchscreen multimedia system and a 12.3-inch digital instrument panel. But more on tech later.
Our test model has the 'Pilot Pack' fitted, which tacks on $3500 and includes safety items like 'Emergency Stop Assist', which brings the car to a halt safely if the driver is unresponsive, and adaptive cruise control with 'Pilot Assist' (helps keep the car in its lane).
Our test model also has the 'Plus Pack' which adds luxury items like a panoramic sunroof, a premium Harman Kardon sound system, powered front seats with four-way lumbar support, extendable under-thigh support and net map pockets.
You'll also enjoy 'vegan knit' upholstery trims on the doors, a heated steering wheel, heated front and rear outboard seats, as well as a powered tailgate with foot sensor, all for an additional $6000.
But wait, we're not done. Our model also has the optional Nappa leather upholstery which includes a ventilation function on the front seats for an eye-watering $6000 extra.
So, when it's all done and dusted… this model will actually set you back $86,900, before on roads. That puts it on par with its rivals but it's a bit of a bugbear of mine when the pricing is set out like this as it makes it feel more expensive for some reason.
I like the fact that Polestar throws in the carpet mats and a charging cable but the paintwork options are a little expensive at $1500 and only one colour ('Magnesium') is included.
Price and features
Tesla says the price for the Model 3 Performance will be "starting at" $80,900, plus on-road costs. There's no word on whether there will be different spec levels and the company does not like answering questions or providing information.
What we also know about Tesla is that the price quoted could move down, or up, at any time, quite randomly, so if phrases like "residual value" or "depreciation" are of interest to you, it can be a challenging brand.
That side swipe aside, this sounds like astonishingly good value for this much performance from your Model 3 Performance. A Hyundai Ioniq 5 N would give it run for fun and involvement, if not brand fans, but it's $111,000, while a Porsche Taycan kicks off at $164,000 (it is a lot more car for the money, but it might struggle to keep up with this Tesla, at least in base model form).
In terms of equipment, it's pretty much standard Model 3 fare, other than the fast bits and a spot of carbon here and there.
You get 'Autopilot' included, of course, but you can't use all of its 'Full Self Driving functionality' on Australian roads. Not yet, anyway.
Under the bonnet
The name of our model says it all, as it has a long range, single motor electric powertrain.
Coupled with a large 82kWh lithium-ion battery, which is a 4.0kWh increase from the previous model, the maximum power output is 220kW and 490Nm of torque, which is also up from the previous model.
The Polestar 2 is now rear-wheel drive, superceding the previous front-wheel drive model.
The regen braking isn't as strong as the previous model and although it is called 'one-pedal' braking on this system, it's not truly a one pedal driving experience.
You can change the strength levels from low to standard and I kept it in low for most of the week.
Under the bonnet
If you’ve ever driven the previous Model 3 Performance you’ll know that it could well have come with Space X badging (arguably Elon’s more impressive engineering achievement), because it really did thrust rather than accelerate.
But this time the engineers wanted to go all out. Customers appreciated the incremental performance they got from the last Model 3 Performance version, but they told Tesla they wanted more.
With many enthusiasts among Tesla's engineering and development team, they looked to unlock the performance potential of the platform.
So, that meant a whole lot more madness and torque thump. It comes from a new Performance 4DU, an all-new drive unit - featuring an entirely new rear motor that uses bar-winding technology - unlocking 22 per cent more continuous power, 32 per cent more peak power and 16 per cent higher peak torque delivery.
Overall figures are 380kW and 740Nm, but looking at them written down, they seem big, yet not as big as they feel in this car, as it’s shoving you from a standing start to 100km/h in three seconds flat.
It feels faster. Sick-making fast, even.
Efficiency
The Polestar 2 Long range Single motor has a great driving range of up to 655km (WLTP). Goodbye range anxiety!
It also has a Type 2 CCS charging port and can accept charging speeds of up to 205kW, which is 50kW more than the previous model, and that means you can hook up to an ultra-fast 350kW charger.
On DC you can expect to see a charge time of 28 minutes to get from 10 to 80 per cent. On an 11kW AC charger, expect to see that time jump to around eight-hours for a zero to 100 per cent charge.
The official energy consumption figure is 14.8kWh (WTLP) but my on-road average was 15.0kWh after a fair bit of open-road driving, which is a great result.
Efficiency
Despite being heavier and gruntier, Tesla claims the new Performance Model 3 manages to be more efficient than the one it replaces, albeit delivering just a two per cent reduction in energy consumption. Claimed energy usage is 16.7 kWh/100km.
Tesla claims a total range of 528km on the WLTP, which is obviously going to drop if you drive it the way its makers clearly intended.
Using a Tesla Supercharger, you can add 228km in 15 minutes and... that's all Tesla will tell us. There are no official figures available for how long a full charge takes, on either a Tesla charge or a home wallbox of your own.
Driving
The Polestar 2 is a pretty conventional car to drive because an EV newbie will be comfortable behind the wheel… once they start driving it!
You see, there is no 'ignition' switch but so long as you have the key with you, you simply get in and shift into gear to 'start it' or get out and lock the car to 'turn it off'. It's weird and I'm not sure I will ever get used to it!
The motor has a lot of grunt and it's fun to put your foot down whenever you need to get up to speed or overtake. The power output is responsive and well-balanced with the rear-wheel drive delivering a sporty on-road experience.
If you're tackling winding roads or sharper corners, you can customise your steering responsiveness to 'light', 'standard' or 'firm' but remained on standard for most of the week. It's the best mode to handle stop-start running in town and highway cornering.
The Polestar 2 sits quite low to the ground and feels stable when you hit corners or the open-road. Although, the suspension feels on the firm side, which can make a bumpy road very noticeable.
Overall, the parking experience is good but the 360-degree view system is just too wiggy-woo for me to love it.
The images from the four cameras aren't well-stitched together and the angles seem to distort the overall image, too. It just looks confusing. So much so that you might not depend on it all that much.
Driving
Very occasionally, one drives a car that makes the human body feel inadequate to the task. I would have worried that I’m getting old, that my body is simply too flubby and my brain too broken, to cope with the kind of wild acceleration and brutal g-forces the Model 3 Performance delivers.
But, fortunately, I had a videographer in the passenger seat, a much younger man who loves fast cars, and he kept threatening to vomit when I drove it hard, too.
I’ve driven quite a few cars that you can use make your passenger sick, or hurt their necks - one obvious competitor in the shape of a Porsche Taycan Turbo S comes to mind - but it’s very rare that a vehicle is so intense it can make you, the driver, feel bilious.
Yes, you do bring this on yourself, by choosing to push this Performance anywhere near its limits through particularly sharp and intestine-shaped roads like the canyons outside Malibu Tesla chose to launch it on.
On longer, sweeping bends it was far more of a joy, and less physically punishing, but in the tight stuff it often felt like corners were being thrown at you, as if you were driving behind the Millennium Falcon and being pulled along in its wake.
The brakes, special new sporting ones with track-ready pads, were up to the task, even though it often felt like they couldn’t possibly pull you up from the speeds you were doing.
And yes, it was entirely my fault that the very first time I even gently prodded the throttle and it launched me ahead past a California Highway Patrol officer, that was my fault too. Three minutes into the drive, holding an American fine, I had already deduced that perhaps this car was too fast for my own good.
But lots of EVs are fast in a straight line, you’re really comparing the length and depth of your “oooophhh” sounds at this point, but where this one succeeds is by being a lot better in the handling and ride and cornering departments than most.
Tesla’s stated goal with this car was to move beyond straight-line speed, to become more than a one-trick pony, and to do that it’s given the Performance a stiffer structure overall and updated the springs and stabiliser bars.
Aerodynamic changes have reduced drag by five per cent, delivered a 36 per cent lift reduction, and a 55 per cent improvement in front-to-rear lift balance.
Tesla’s own, in-house version of adaptive dampers, not an option but included in every Performance, work with the car’s 'Vehicle Dynamics Controller' through its various modes - 'Insane' and 'Track' being the most… ludicrous - to immediately respond to driver inputs.
The Performance rides well on LA’s awful concrete freeways but feels absolutely nailed down when you attack even a bumpy driver’s road.
This version also has a lot more power going to the rear wheels, to help it feel more sports-car playful and to fire out of bends the way an enthusiast’s car should. And make no mistake, I met them, the people behind this car are serious driving enthusiasts (although they demur, slightly, on whether their boss is one).
Track mode will allow some serious adjustability, drifting ability and fun, so the kind of people who want to hurl around a racing circuit in silence will love it.
Perhaps the only let downs are that it still feels a bit austere inside, just not very special, and that the steering is just a bit digital, soft and uninvolving, compared to the cars they clearly benchmarked against - BMWs and Porsches.
Safety
When it comes to safety the Polestar 2 doesn't quite have the same level of standard features as its parent company Volvo is renowned for.
It has the necessities for a family car, but having to fork out extra for adaptive cruise control feels a bit cheeky.
The update sees some previously optional features come as standard now, such as rear cross-traffic alert, a 360-degree view camera and blind-spot monitoring.
The following safety features come as standard at this grade level - LED daytime running lights, forward collision warning, intelligent seat belt reminders, lane keeping assist, lane departure alert, traffic sign recognition, driver attention monitor, as well as front and rear parking sensors.
The Polestar 2 achieved a maximum five-star ANCAP safety rating from testing done in 2021 and has a total of eight airbags, including a drivers' knee airbag and front centre bag.
The autonomous emergency braking with car, pedestrian and cyclist detection is operational from 4.0-85km/h (up to 205km/h for car detection).
If you need to fit a child seat or two (definitely not three), there are ISOFIX child seat mounts on the rear outboard seats and three top tethers.
Safety
Tesla provided no information about safety for the Performance Model but it is assumed it will be unchanged from a standard Model 3.
Aside from Autopilot that means auto emergency braking, lane keep aids, and instead of blind-spot monitoring, it gets the surround radar view and blind-spot cameras when you indicate.
The latest Model 3 has an additional centre airbag for a total of seven, as well as additional bolstering where the doors meet the body in response to requirements in its American home market.
It should be able to carry its maximum five-star ANCAP safety rating, which the original version achieved in 2019.
Ownership
The ongoing costs for the Polestar 2 are fantastic because the servicing costs are complimentary for the first five-years or up to 100,000km, whichever occurs first!
Servicing intervals are reasonable at every two years or 30,000km, which is a usual term to see for an EV.
The normal car components are covered by a five-year/unlimited km warranty but the battery is covered by an eight-year or up to 160,000km warranty.
Ownership
Again, we've been asked to assume the Performance will come with Tesla's standard four-year/80,000km warranty and roadside assistance. And that the battery and drive unit will fall under an eight-year/192,000km warranty, whichever comes first.
Tesla says it monitors its cars to ascertain when they need servicing, and so it is based on a case-by-case situation. Every 12 months/20,000km is recommended for a general check-up, and includes tyre rotation.
Wiper blades, brake fluid and cabin air filters need replacement every two years while the air-con service is every six years.
Of course, there are no oil changes, filters or spark plugs to replace, and even brake pad wear is less than on an ICE vehicle because of the regenerative braking system. Although it will likely be higher in the Performance variant.
Interested in a Polestar 2?
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