Polestar 2 Single Motor: One motor is more than enough - most of the time

Polestar 2 Single Motor: One motor is more than enough - most of the time

About a year after the market launch of the all-wheel-drive Polestar 2, the Swedish-Chinese e-car maker has followed up with two front-wheel-drive versions of its midsize sedan. The first drive shows whether the strengths or weaknesses of the drive concept prevail.

In this drive report, the focus is on the new single-motor powertrain and software updates. For more general impressions of the Polestar 2, we refer you to our 2020 debut drive report and our more detailed winter test published in February 2021 - both times we drove the 300 kW all-wheel-drive version (now called the "Dual Motor") with the optional Performance Pack.

For the two "single motor" variants, however, Polestar has not omitted the electric motor on the front axle, but rather the one on the rear axle. Front-wheel drive is unusual for a single-motor electric car - if the platform supports it, manufacturers usually opt for rear-wheel drive here.

The new variants continue to rely on the familiar permanently excited synchronous motor, but instead of 2x 150 kW each for the dual motor, output increases slightly - to 165 kW with the smaller battery and 170 kW with the large battery. The latter provides a WLTP range of up to 540 kilometres, while the "Standard Range" battery is said to be sufficient for 440 kilometres according to WLTP. The five-kilowatt difference should ensure that both single-motor variants have the same driving performance - so the "Long Range" model can also accelerate to 100 km/h in 7.4 seconds despite the slightly heavier battery, and the top speed is 160 km/h in each case.

Polestar provided us with the "Long Range" model for the test drive, which uses the same battery as the familiar "Dual Motor" version - the battery is made from LG cells and has a gross capacity of 78 kWh and a net capacity of 75 kWh. The new "Standard Range" battery with a gross capacity of 64 kWh does not do without some modules, but uses completely different cells - they are supplied by CATL.

Polestar 2 Single Motor: One motor is more than enough - most of the time 1636659642 Polestar 2 Single Motor: One motor is more than enough - most of the time 1636659642 Polestar 2 Single Motor: One motor is more than enough - most of the time 1636659642 Polestar 2 Single Motor: One motor is more than enough - most of the time 1636659642 Polestar 2 Single Motor: One motor is more than enough - most of the time 1636659643 Polestar 2 Single Motor: One motor is more than enough - most of the time 1636659643

When the test car was taken over in Cologne, the battery was 96 percent charged, and the on-board computer estimated the range at 430 kilometres - with the large battery, mind you. Quickly zero the trip meter and fuel consumption and off you go for the test drive!

At temperatures between eight and ten degrees and sometimes slightly damp roads, a drive on the A3 south should provide a first impression of the consumption figures - the Polestar 2 Dual engine was not exactly known as an efficiency miracle, the PSM on the front axle is rarely used in the all-wheel drive car, but (unlike the E-GMP models from Hyundai-Kia) always runs with it.

Up to the turning point in Limburg an der Lahn, the plan was to drive at a cruising speed of 130 km/h, conditions permitting. After 113.7 kilometres, the average speed was a smooth 100 km/h. This included a few kilometres through Cologne to the A3, but also lots of roadworks and traffic. And the consumption? 22.1 kWh/100km according to the on-board computer. For long stretches, by the way, we used the new eco mode of the air conditioning, which was installed with the latest P1.7 update.