2024 Polestar 2 first drive: Dual motor shines on the road, but the single motor’s range is a big win
As Polestar will begin deliveries of the 2024 model year version of its flagship 2 sedan, we got the invite to Denver, Colorado, to not only test the sporty dual-motor but to also test the automaker’s new single-motor version, which includes rear-wheel drive.
Each day, Polestar ($PSNY) becomes a relatively young EV brand that garners more interest from the general public. Following last year’s Super Bowl commercial featuring the Polestar 2, I personally have had several friends and family inquire about the brand.
Despite realistically only offering one model right now, Polestar has continued to bolster sales and make top brand popularity lists in countries like Germany. As for the Polestar 2, well, I personally am well versed in this flagship BEV, dating back to 2021.
To date, I’ve driven the 2022 Long Range Single Motor Polestar 2, the 2023 Dual Motor, and even the limited edition, high-performance BST 270. In between drives, I’ve covered many details of the Geely- and Volvo-owned automaker, including the four additional EVs in the pipeline that will follow the Polestar 2.
Since January, Polestar has been teasing a RWD version of the Single Motor 2, a first-ever for the company and a real marvel in engineering when you learn more about it. By June, we had learned the pricing of the 2024 Polestar 2 models, in addition to some bolstered specs on both powertrain configurations.
Last week, I got the invite out to Denver to experience the 2024 models myself while taking in the beautiful vistas up in the mountains. Here are my thoughts.
2024 Polestar 2 sees major upgrades where it counts
Right out of the gate, I want to let you know there have been relatively no updates to the interior of the 2024 Polestar 2 compared to a year prior, so today’s focus will be entirely on the exterior, the drivetrains, and of course, the driving itself.
Let’s start with the biggest changes to the model year 2024 sedan: powertrain upgrades. This includes new motors and inverters, in addition to a new configuration in the single motor that improves dynamics. These combine for 16 miles of additional range on the dual-motor Polestar 2, all while using the same 78 kWh pack as the 2023 version.
Other additions you can see above include new performance wheels we were told will carry over as design language in future Polestar models (i.e., the 3 and 4 SUVs). Another feature is the “Smartzone,” which integrates radars, cameras, and other sensors into the front of the EV. This design element was first introduced in the Polestar 3, but the 2024 Polestar 2 models will be the first on the road with it.
Dual motors NEVER get old
For the first half of my drive, I started out in the Long Range Dual Motor Polestar 2, complete with the Pilot, Plus, and Performance packages equipped, meaning I had 20-inch Continental performance tires and the aforementioned forged performance wheels.
While leaving Denver, I immediately tested out Polestar’s Pilot Assist ADAS and found it more than adequate. Polestar’s software, in general, is quite good – just minimalist rather than showy or overly complicated. The company is about style and sustainability, not bells and whistles.
Anyway, once we got out of the proper city and onto some winding roads, it was clear I was once again in a Polestar 2. The 0-60mph in 4.1 seconds may seem a little slow on paper, but it is more than adequate for the average driver, and the acceleration never gets old.
When I was weaving through cars on the highway, I found my acceleration and movement instantaneous, and when I passed anyone up in the mountains, I was extremely confident I could do so quickly and safely.
I really want to point out the dynamics of Polestar’s tuning for a second, especially since it’s so apparent on the 2024 Dual Motor Polestar 2. As I mentioned, I’ve driven performance EVs like the BST 270, but for a mass-produced passenger BEV like the new 2, the Polestar engineers still put a lot of expertise into the handling of the vehicle.
Only a drive for yourself can truly describe it, but it’s so sticky and can hug any turn with ease, making it a joy to drive up the mountains of Colorado. For the 2024 version, Polestar replaced the identical motors front and back and put a larger motor in the rear. This supports a dynamic disconnect that will run a single motor to optimize range, which is listed as 247 miles with the Performance Pack (up to 276 miles without).
Overall, I found the vehicle more playful and sporty compared to my previous drives in other model year Polestar 2s. This one had my heart from the get-go, but you know I had to experience the new RWD in the single-motor to see how it compared.
The new RWD Polestar 2 wins in range and charging
While the Dual Motor version of the 2024 Polestar 2 was quite fun to drive, the single-motor RWD version offered the most dramatic refresh compared to last year’s model. As we’ve pointed out several times since Polestar 2 announced the change earlier this year, this is one of the rare instances we’ve seen an automaker move a motor from FWD to RWD on the same platform.
The weight of the car has changed this year because of its larger battery (82 kWh), and the single-motor trim has been tuned differently, but the suspension is the same, and it is now rear-wheel heavy, making it much more of a joy to drive in my opinion. Polestar’s product launch manager, John Quinn, also pointed out that there is virtually no compromise for consumers in choosing the 2024 single-motor Polestar 2 – unless, of course, they require AWD for their local terrain.
Other upgrades include an increase of 69 horsepower (299 total) and 118 extra lb-ft of torque (361 lb-ft in all). Additionally, the 440V platform can charge as high as 220 kW, charging 10-80% in 25-28 mins – a 20% speed increase, according to Polestar.
The biggest perk, however, is the single motor’s 320-mile range. Adding 60 miles of EPA range in a refresh is a huge jump, plus getting over the 300-mile hump goes a long way with prospective consumers who still think they need more range than they actually do.
The second half of the drive was all downhill, going back the exact way I had come up, just with one less motor beneath me. The single-motor version of the 2024 Polestar 2 was more than adequate, but it was a tougher transition to go from the dual-motor, in my opinion. The acceleration was still good, but it lacked the oomph of the dual-motor for obvious reasons.
Still, the dynamics were top-notch, as they always are with Polestar, and I still had no trouble passing Toyotas and other slow vehicles on straightaways. There were some hairpin turns on the way back down, and the single rear motor made for a fun configuration to get the tires squealing and whip that back end around a bit. That’s much harder to do with two motors, so I’d say that was another perk.
Pricing and availability of the 2024 Polestar 2
Compared to previous model years, pricing of the Polestar 2 has gone up, but you’re getting more bang for your buck this year, especially when you consider that the 2023 refresh was mostly aesthetic.
The new RWD, single-motor version of the Polestar 2 starts at $49,900, while the dual-motor version starts at $55,300. Note this includes the Pilot Pack standard but will cost an additional $5,500 for the Performance Pack (also includes Plus Pack valued at $2,200).
Also, note prices do not include $1,400 destination fees.
Orders are open now on Polestar’s website, with deliveries expected in November 2023 if you order today.
Electrek’s Take
Overall, I’m a much bigger fan of the Dual-Motor Polestar 2 because it’s simply more fun to drive. That being said, logic tells me the single motor is the smart play because of its lower price and it’s still fun to drive. That range too. I think that will go a long way with buyers and has the making to further expand Polestar’s brand recognition to the masses.
Price remains a hurdle for this automaker, in my opinion. I’d describe it as a premium brand but not a luxury brand. The performance you get is absolutely competitive but not industry-leading in any category.
What Polestar is selling, however, are beautifully designed BEVs that are built with sustainability in mind. Creating beautiful interiors that are still sustainable is tough, but this automaker has it down to an art form.
Tuning is also a huge selling point for Polestar as I believe the 2 always offers some of the smoothest feels when driving, but how do you relay that to consumers aside from test drives? Overall, this is a big refresh for Polestar, which is nice to see, considering it has its hands full with four (or more) additional EVs coming each year. It’s nice to see they’re just letting the Polestar 2 drift away like we’ve seen with other flagship EVs like the Nissan LEAF.
Go give this one a drive, preferably on some winding roads if you have any near you. I’m interested to hear what you think.
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In the US in 2024, wind and solar accounted for 17% of total electricity generation, surpassing coal, which fell to a record low of 15%, according to a new report from global energy think tank Ember.
Since US coal power peaked in 2007, wind and solar have overtaken coal in 24 states, with Illinois the latest to join the ranks in 2024, following Arizona, Colorado, Florida, and Maryland in 2023, the report finds. It’s the first analysis of full-year US electricity data, which was published by the EIA on February 26.
After being stagnant for 14 years, electricity demand started rising in recent years and saw a 3% increase in 2024, marking the fifth-highest level of rise this century. The increase in demand and fall in coal was met with higher solar, wind, and gas generation. Natural gas grew three times more than the decline in coal, increasing power sector CO2 emissions slightly (0.7%). Coal fell by the second smallest amount since 2014, as gas and clean energy growth met rising electricity demand, whereas historically, they have replaced coal.
Despite growing emissions, the carbon intensity of electricity continued to decline. The rise in power demand was much faster than the rise in power sector CO2 emissions, making each unit of electricity likely the cleanest it has ever been.
Solar grew faster than natural gas
Solar generation rose by 64 TWh in 2024, compared to natural gas, which rose 59 TWh. It remained the fastest-growing source of electricity, with its generation rising by 27% in 2024, surpassing hydropower generation for the time. It made up 81% of all new annual power capacity additions in the US. Gas added no net capacity, as new plants were offset with closures.
California and Nevada both surpassed 30% annual share of solar in their electricity mix for the first time (32% and 30%, respectively). California’s battery growth was key to its solar success. It installed 20% more battery capacity than it did solar capacity, which helped it transfer a significant share of its daytime solar to the evening. Texas installed more solar (7.4 GW) and battery capacity (3.9 GW) than even California. Yet the growth of solar was uneven – 28 states generated less than 5% of their electricity from solar in 2024, highlighting significant untapped potential – even before adding battery storage.
As solar grew massively, wind saw a modest 7% increase in generation, adding the least capacity in 10 years. However, it still generated 50% more power than solar in 2024, making 10% of the US electricity mix.
Solar and wind can meet rising demand
With the adoption of EVs, air conditioning, heat pumps, and rapid expansion of data centers, demand for electricity is guaranteed to grow in the coming years.
To meet the rise in demand, clean generation needs to grow faster. Unlike solar, wind’s growth has been slow. Clean energy is able to meet rising electricity demand alone – without raising bills, sacrificing security of supply, or further relying on gas.
“As the demand remained unchanged for years, solar, wind, and gas together worked to replace coal, transforming the US electricity system,” Dave Jones, chief analyst at Ember, said. “But now that electricity demand is rising fast, the battle is between solar and gas to meet this. And solar is winning – it added more generation than gas in 2024, and batteries will ensure that solar can grow more cheaply and quickly than gas.”
Daan Walter, principal at Ember, said, “Electricity demand is rising as new uses emerge across the US economy, from data centers to transportation and heating. This makes the case for solar and wind today even stronger – they are not only fast to deploy and cheap but also help stabilize energy costs in the long run.”
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Elon Musk said today that Tesla will double its electric vehicle production in the US in the next two years.
What would that look like? Let’s do the math.
Today, during a press conference to promote Tesla at the White House, Tesla CEO Elon Musk said the following:
“As a function of the great policies of President Trump and his administration, and as an act of faith in America, Tesla is going to double vehicle output in the United States within the next two years.”
This raises many questions, as Musk’s phrasing of the statement suggests that Tesla is planning to add previously unannounced production capacity in response to Trump’s policies.
However, the reality could be different.
What is Tesla’s current production capacity in the US?
We only know Tesla’s installed capacity, which is much different than its actual production rate.
This is Tesla’s latest disclosed global production capacity at the end of 2024:
| Region | Model | Capacity | Status |
|---|---|---|---|
| California | Model S / Model X | 100,000 | Production |
| Model 3 / Model Y | >550,000 | Production | |
| Shanghai | Model 3 / Model Y | >950,000 | Production |
| Berlin | Model Y | >375,000 | Production |
| Texas | Model Y | >250,000 | Production |
| Cybertruck | >125,000 | Production | |
| Cybercab | — | In development | |
| Nevada | Tesla Semi | — | Pilot production |
| TBD | Roadster | — | In development |
In the US, it adds up to 1,025,000 vehicles per year.
In reality, Tesla’s factories are operating at a much lower capacity.
Based on sales and inventory from 2024, Tesla is currently building fewer than 50,000 Model S/X vehicles per year compared to an installed capacity of 100,000 units.
As for Model 3 and Model Y, Tesla is currently building them in the US at a rate of about 600,000 units per year compared to claimed installed capacity of over 800,000 units.
Finally, the Cybertruck is being produced at a rate of less than 50,000 units per year compared to an installed capacity of over 125,000 units.
This adds up to Tesla producing 700,000 units per year in the US in 2024.
What will be Tesla’s new capacity?
Considering Musk mentioned that it will happen “within the next two years”, it is unlikely that he is referring to installed capacity.
The CEO is most likely talking about Tesla’s actual production, which would also make sense, especially considering he mentioned “output.”
Tesla currently outputs roughly 700,000 vehicles per year in the US.
Doubling that would mean bringing the total to 1.4 million units per year, which would be an incredible feat, but it’s not entirely a new plan for Tesla.
First off, Tesla has already announced plans to unveil two new, more affordable models this year. These models are going to be built on the same production lines as Model 3/Y, which would potentially enable Tesla to fully utilize its installed capacity for those vehicles.
That’s another 200,000 units already.
As already mentioned in Tesla’s installed capacity table, the company is currently developing its production facility for the Tesla Semi electric truck in Nevada.
Production is expected to start later this year and ramp up next year. Tesla has previously mentioned a goal of 50,000 units per year. It would leave Tesla roughly a year and half to ramp up to this capacity, which is ambitious, but not impossible.
Then there’s the “Cybercab”, which was unveiled last year.
The Cybercab is going to use Tesla’s next-gen vehicle platform and new manufacturing system, which is already being deployed at Gigafactory Texas.
Production is expected to start in 2026, and Musk has mentioned a production capacity of “at least 2 million units per year”. However, he said that this would likely come from more than one factory and it’s unclear if the other factory would be in the US.
Either way, Tesla would need to ramp up Cybercab production in the US to 450,000 units to make Musk’s announcement correct.
It’s fair to note that all of this was part of Tesla’s plans before the US elections, Trump’s coming into power, or the implementation of any policies whatsoever.
Electrek’s Take
Based on my analysis, this announcement is nothing new. It’s just a reiteration of Elon’s plans for Tesla in the US, which were established long before Trump came to power or even before Elon officially backed Trump.
It’s just more “corporate puffery” as Elon’s lawyers would say.
Also, if I wasn’t clear, we are only talking about production here. I doubt Tesla will have the demand for that, especially if Elon remains involved with the company.
The Cybercab doesn’t even have a steering wheel, and if Tesla doesn’t solve self-driving, it will be hard to justify producing 450,000 units per year.
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The average incentive package for a new EV was 14.8% of the average transaction price (ATP), or approximately $8,162, the highest level in more than five years, according to the latest monthly new-vehicle ATP report from Cox Automotive’s Kelley Blue Book.
Incentives for EVs are more than twice the overall market. A year ago, EV incentives were 10.2%. EV incentives, as a percentage of ATP, have increased by 44% in the past year.
In February, at $55,273, new EV prices were lower by 1.2% from January – generally aligned with the industry – and higher by 3.7% year-over-year. The January EV ATP was revised higher by 0.06% to $55,929.
Compared to the overall industry ATP of $48,039, EV ATPs in February were higher by 15.1%, an increase from the 14.9% gap recorded in January.
EV market leader Tesla increased ATPs by 1.8% year-over-year in February to $53,248 but decreased by 3.7% month-over-month from $55,315. Model 3, Model Y, and Cybertruck posted price declines in February compared to January; Model S and Model X saw month-over-month increases.
As sales cooled, the Cybertruck ATP in February dropped by more than 10% from January to an estimated $87,554.
Read more: You can lease a 2025 Polestar 3 for the same price as a Polestar 2 right now
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