Kia Tasman vs Polestar 2

What's the difference?

The new Kia Tasman X-Line might not win everyone over with its styling, but as the saying goes, it’s what’s on the inside that counts. And in this case, Kia has delivered a ute that stacks up impressively where it matters most with its passenger comfort, towing ability, and on-road manners.

It also offers relative good value for the segment and plenty of thoughtful features for families and weekend DIYers. I’ve grown to like it and judging by my son’s enthusiasm, Kia has at least one very young brand ambassador already sold.

The Polestar 2 Long range Single motor showcases a beautiful build and design. Not including the features from those optional packs just makes you focus on their individual price and devalues the relative affordability of the car compared to its competitors. The back seat isn't super passenger friendly when it comes to space, either. However, once you get used to its little quirks, it's a great car to get around in and the long driving range eases any range anxiety, which is often a cause for worry with EV ownership! My son loved the sunroof because it made him feel like he was in a spaceship, so it's a hit with the kids, too.

If there’s one thing the Kia Tasman won’t do, it’s blend in. This ute has probably attracted more comments from my friends and family than any other car I’ve tested (and not all of them have been glowing).

With its distinctive, almost swollen curbside stance, the Tasman is a polarising sight. That said, it looks far better in person than in photos, and if you’re unsure, it’s worth giving it a proper once-over before making up your mind.

Kia has leaned hard into the bruiser aesthetic, with chunky 18-inch machined alloy wheels, large body panels, thick plastic wheel-arch mouldings, a bold grille, and a bonnet that seems to stretch on forever.

The details add to the effect, with LED projection headlights, vertical LED daytime running lights, and a handy little storage pocket above the rear wheel arch - which my son immediately claimed as a treasure box, though it’s really meant for practical items like work gloves.

At the rear, corner steps make climbing into the tray easier, but curiously, despite its 224mm ground clearance, Kia hasn’t added side steps for easier cabin access.

Step inside, and any doubts about the exterior styling may quickly fade. The Tasman’s cabin is impressive, with a spacious, premium feel that punches above expectations for a first-time ute.

There’s synthetic leather upholstery and trims, plenty of soft-touch materials in all the right places and a neat honeycomb detail framing the air vents.

The centrepiece is a sleek panoramic display set-up that combines dual 12.3-inch screens with a dedicated 5.0-inch climate control panel, giving the dash a thoroughly modern and upmarket look.

The Polestar 2 has a more conventional design approach than some of its rivals but it maintains a futuristic EV vibe with its origami-like edges in the panelling and cool pixel LED lights at the front and rear.

It is not a large car and sits at 4606mm long, 1985mm wide and a low 1479mm high but that compact design makes it look sporty.

Expect a couple of grunts from the oldies (ahem) when exiting as ground clearance is 151mm at the front and 167mm at the rear.

The interior is pared back in true Scandinavian fashion but it's a nice to see some ethically-friendly design elements, like the vegan knit upholstery on the doors and dash and the Nappa leather is responsibly sourced. All of which makes an otherwise simple interior feel warm and inviting.

There is an overwhelming sense of the Polestar 2 being of a high-quality build. There are no squeaks or rattles, joinery is flush and the doors close with a soft thump.

However, the minor update still sees the dashboard headlined by a portrait-orientated iPad-looking 11.2-inch multimedia system. It seems at odds with the rest of the sleek design.

The panoramic sunroof creates a light-filled cabin and at certain times of the day, this makes it feel airy but underneath a blazing midday sun, you might miss having a sunblind for it.

The Kia Tasman impresses when it comes to passenger space. This is a genuine five-seater for adults, which is remarkable for a ute that hasn’t gone full-American-behemoth like a Ram or Chevrolet.

At 168cm (5' 6") the only small challenge for me is the lack of side steps because with its 224mm ground clearance and higher seating, climbing in and out can be a bit of a workout, especially on a slope.

Surprisingly, my eight-year-old had little trouble getting in, though he’s not always graceful on the exit. Expect to lend a hand with younger kids.

Seat comfort is excellent across both rows. Long seat bases provide proper under-thigh support and padding is generous. Both front seats are heated across three levels, though it’s a bit disappointing that only the driver’s seat is electric at this grade.

The rear bench is wide enough to comfortably fit three adults, and the flat floor ensures legroom is consistent for everyone. ISOFIX child-seat mounts and top-tether anchor points are present on the outboard seats, though there’s none in the middle, which might disappoint larger families.

Storage options are abundant, making the cabin easy to keep tidy. Up front, there are dual glove boxes - one large enough for more than just the manual and another more well-suited to a phone and wallet.

The middle console is shallow but long and features a 12-volt socket and a lid that flips over to create a picnic tray. There are a couple of generously-sized cupholders and drink bottle holders in each row, perfect if you have one of those emotional support water bottles!

The centre console also houses most of the charging options, including two USB-C ports and two wireless charging pads. There are another two USB-C ports unusually placed on the dash.

The rear offers zipped soft map pockets, device holders on the backs of the front seats, and more in the fold-down armrest.

The rear bench slides forward in a 60/40 split, and the seat bases lift to reveal 31L of storage, when accommodating the jack. Rear passengers also enjoy directional air vents, two USB-C ports and a 240-volt domestic outlet.

Technology in the cabin is mostly intuitive. The touchscreen is responsive, wireless Apple CarPlay is easy to connect, and the built-in sat nav comes with 10 years of map updates.

My only minor gripe is the climate control panel, as the steering wheel occasionally blocks it and the toggle symbols can be tricky to read.

Outside, the tray offers solid practicality with a soft-drop tailgate, full-size spare wheel, LED tray lights, and a payload capacity of 1027kg.

Tray dimensions are 1512mm H x 1572mm W x 540mm D, giving 1173L of storage, plus an extra 240-volt domestic outlet for DIY or worksite convenience.

The Polestar 2's cabin is generous up front with plenty of leg- and headroom to enjoy. You don't have to jostle for premium armrest position, either, which is nice given you still feel 'tucked' into the car.

A feeling that is enhanced by the solid, and rather tall, centre console that divides you from your co-pilot.

The electric front seats are delightfully comfortable with their padding and Nappa leather trim. Both feature four-way adjustable lumbar support and extendable under thigh support.

The heat and ventilation functions will ensure comfort, no matter the season but the ventilation system is quite loud.

In the rear, space is tight with my 168cm (5'6") height just fitting behind my driving position. The footwells seem cosy as well due to the limited under-seat space but the seats are fairly comfortable, if narrow.

However, the small door apertures in the rear and the narrow seats make it feel more suited as a four- than a five-seater.

Individual storage options are okay throughout the car with a couple of cupholders in each row, drink bottle holders in the front door storage bins, as well as a middle console and glove box.

There are two skinny shelves on either side of the centre console that would reasonably fit a wallet or phone and the rear also get two map pockets.

Amenities in the rear are enough to satisfy a mature occupant on a longer journey as the outboard seats feature a heat function and there are directional air vents, a fold down armrest and two USB-C ports.

Front occupants enjoy two USB-C ports and a wireless charging pad to charge their devices.

The rest of the technology is a bit awkward to use. The 11.2-inch touchscreen multimedia system is responsive to touch but you can't access a lot of basic information on it and I didn't like how the climate control is embedded in it as you have to touch the screen a few times to even see the controls.

The 12.3-inch digital instrument panel looks nice but isn't all that customisable. It takes a while to get used to how to access all of its functions, too.

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.

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.

All Kia Tasman variants are powered by the same 2.2-litre, four-cylinder turbo-diesel engine, producing 154kW of power and 440Nm of torque.

That places it close to its Isuzu D-Max counterpart in terms of output, though Ford and Toyota rivals still offer slightly higher torque which is something to consider if you’re planning to tow larger toys or heavy trailers.

The X-Line holds its own with a 3.5-tonne braked towing capacity, a rear differential lock, and three terrain modes ('Snow', 'Mud' and 'Sand') for added confidence off the beaten track.

Kia has also included a clever ‘Tow Mode’, accessible via its own menu under Trailer on the media display. This feature allows you to select the weight range of whatever you’re towing, which fine-tunes the driving experience, especially how the eight-speed automatic shifts under load.

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.

The X-Line claims an official combined fuel consumption of 7.8L/100km and comes with a generous 80L fuel tank, giving it a theoretical driving range of around 1000km.

In real-world use, a mix of school runs, grocery trips, and a few longer drives, I recorded 8.8L/100km, which is a strong result for a ute of this size and capability.

Of course, this figure doesn’t account for towing a trailer or fully loading the tray, but for everyday family life, the Tasman strikes a good balance between power and efficiency. It’s the kind of ute you can happily drive all week without constantly hunting for a fuel station.

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.

The X-Line has enough power to feel confident on the open road, though I’d have liked a touch more grunt for overtaking or quick acceleration.

The eight-speed automatic shifts smoothly most of the time, but occasionally drops out of lower gears a bit too quickly, giving a slightly luggy feel when you need an extra burst of speed.

The higher ride height has its pros and cons. Visibility is excellent and you can see the road ahead clearly but it can act a bit like a windsail on the highway, pushing the ute around in strong crosswinds. There’s some roll through corners, though less than I expected.

A practical consideration for families is that from the driver’s seat, it’s often tricky to see small children or pets near the car, so vigilance is key when they’re outside the vehicle!

Ride comfort is decent for a ute. The Tasman absorbs most bumps with ease, though it’s not always perfectly poised on rougher surfaces. Overall, it’s a comfortable open-roader and the cabin remains relatively quiet despite the rumbling turbo-diesel engine.

At over 5.4m in length with a 12.3m turning circle, manoeuvring takes a bit of planning. Thankfully, the 360-degree camera system, along with front, side, and rear parking sensors helps a lot, though I feel more comfortable backing in than reversing out of tight spaces.

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.

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.

The Kia Tasman comes with a seven-year, unlimited-kilometre warranty, which is a solid term for the class.

Complementing that is a seven-year capped-price servicing plan, with services averaging $610 per visit. That’s a little higher than some rivals.

For context, the Ford Ranger averages $399, the Toyota HiLux $580, and the Isuzu D-Max $449 per service but it does include roadside assistance if you service through a Kia dealership.

Services are spaced every 12 months or 15,000km, whichever comes first. With around 162 Kia service centres across Australia, city and regional owners are reasonably well covered.

Overall, the Tasman offers relatively straightforward ownership, even if servicing isn’t the cheapest in the segment.

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.