Mercedes-Benz V-Class vs Polestar 2 Long Range

What's the difference?

The Mercedes-Benz V-Class, and in particular the Mercedes-Benz V220d, lives up to the notion of a luxury people-mover – for the most part. The leaking door is a concern, but may be confined to this vehicle only.

But in most every other way it has the whole prestige bus thing sorted. There is no denying that a more affordable van from a less, shall we say, desirable brand would do just as good a job.

But if you need to be seen to be offering the most luxurious people-mover you can buy in Australia, then you really ought to be looking at the V-Class…. just maybe go for the V250d, if the budget can stretch that far.

This latest update for the Polestar 2 is lovely, but driving the original is a reminder of how solid this car has always been if you overlook the inherent impracticalities of being an EV on a combustion-engine platform.

The fact you still get steady flow of over-the-air software updates bringing new features, plus you can now upgrade to the new Qualcomm processor chip, saving some coin and getting a second-hand model that’s a couple of years old isn’t a bad option at all.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

This doesn’t look like your everyday Mercedes-Benz commercial van – the V-Class is certainly more at home parked in the driveway of a luxury hotel than alongside the back door in the alley behind it. 

Admittedly it isn’t as attractive as the Avantgarde flagship, but it has the whole Benz ‘family look’ thing going on, with a stylish grille, swept headlights and a streamlined body. A box on wheels it may be, but it’s a box with nicely rounded edges.

The 17-inch, five-spoke alloy wheels are plain, and the halogen headlights and daytime running lights don’t have quite the same wow factor as the LED units in the high-end model, but it wears that Benz badge loud and proud. And the extremely dark tinted rear windows ensure the privacy of your occupants, as well as giving off the vibe of high-end plush.

I know it’s hard to stray from the formula for a van, but I particularly like the back end of the V-Class – it is reminiscent of the original Vito, with low, broad-set tail-lights and a near-flat backside with a huge tailgate, which doubles as an awning to stand under if the weather is a bit Melbourne. 

The interior is typical Benz, or, in the case of the V220d, Benz on a slight budget.

I’ve always been a fan of the Polestar 2’s exterior design and unlike many new cars it has aged like fine wine over the years. You need to remember the Polestar 2 dates back to 2016 when it was first revealed as a Volvo concept.

It still has clean lines, iconic lightning signatures, plus a tough stance that evokes just a touch of muscle car.

While it has taken me a while to come around to the new blanked-out grille insert, it suits the character of this car given it’s an EV. It also aligns with the wider Polestar design language.

For 2026 there haven’t been any major changes to the exterior. There’s a new sandy-like ‘Dune’ exterior paint colour replacing the silver ‘Jupiter’, plus a new 20-inch forged alloy wheel design for the Long range Dual motor Performance.

Inside, the Polestar 2 looks fundamentally the same as it did when it first launched, in the best and worst ways.

I appreciate how traditional car-like the layouts of the steering wheel, digital instrument cluster and touchscreen multimedia system are. Sure it doesn’t scream ultra high-tech anymore like some of its rivals, but there’s still an understated premium feel to it.

The same can be said for the rest of the Polestar 2’s interior. Everything feels purposeful in a minimalist way which helps make for a clean design.

Speaking of purposefulness, the optional Bowers and Wilkins sound system features a prominent tweeter on top of the dashboard. It looks stunning and is functional, helping to create an incredibly punchy and full sound stage in the cabin.

One of the few finishes I dislike in the interior is the glossy piano black on the steering wheel buttons. You interact with these frequently and it doesn’t take long for fingerprints to present themselves.

There’s now a new synthetic leather upholstery finish for those who opt for the $4700 Plus package. It’s quilted which helps emulate a premium puffer jacket-like look.

Although it’s expensive, the $4400 ‘Bridge of Weir’ Nappa leather upholstery is beautiful and required if you want ventilated front seats. You can only get black and white finishes, which is fine, but bringing back a tan or caramel option would be delicious.

With the optional eight-seat setup, it’d be hard to think of this van as impractical. And if you consider that it also has a boot capacity of 1030L in its most downsized form (and 4630L with the rear seats removed), any argument seems null and void.

The fact the boot is electrically operated, and that it has a separate tailgate glass opening section, and that you can open the boot using the keyfob – not to mention the kerbside door – just adds to the pragmatic appeal of this van.

The six rear seat backs can all be flattened down, and you can tumble them forward, too – the kerbside seats in a one-by-one motion, the driver’s side ones tumble two-at-a-time. It takes a bit of muscle to do those ones.

Essentially you can set it up as a parcel van if you want, or even as a mobile office – the rear seats can be configured to face each other, in ‘conference’ style. But you need to know that this isn’t an easy process, and once you’ve got it set how you want it, you’ll probably end up just leaving it as is.

Loose-item storage isn’t great, but at least the door pockets are large enough for some bottles and documents.

No matter which way you like it, those in the back will have good ventilation (it has a three-zone climate control system with a separate fan controller in the back above the second-row seats), and a decent amount of space. Crucially, there are no cup or bottle-holders, nor any loose item storage in the back two rows – there are mesh nets on the backrests of the very front seats, but that’s it.

If you plan to use this as a mover of smaller people, the V-Class’s child-seat anchor-point game will not disappoint. It has four ISOFIX anchors (two in each row) and six top tether points – yep, every spot in the back!

Up front there’s a problem with the cup-holder situation, too – there are two, but they’re way down on the floor, meaning it’s hard to access your cuppa on the move. In fact, loose-item storage isn’t great, but at least the door pockets are large enough for some bottles and documents. There’s a sunglass holder, too. The little media screen is a bit disappointing in its size, and the Comand controller codpiece that juts out from the centre console can take some getting used to.

Connecting and reconnecting a phone isn’t too difficult (although you have to pair audio streaming separately to phone streaming – which is weird), and there’s no extended smartphone capability such as Apple CarPlay or Android Auto. Using the navigation system is very simple, but the graphics are extremely aftermarket looking – that’s no bad thing, because Benz’s maps always looked a bit 1990s, but these ones are somewhat cartoonish.

This has always been the downfall of Polestar 2 and it remains true.

While it’s pretty and has a cockpit-like design, the cabin can feel compromised in terms of space and storage. This is primarily due to the centre console which angles upwards sharply, aggressively segmenting the driver and front passenger space.

The only storage spots on the centre console include a shallow shelf under the centre console, a wireless phone charger and another uncovered storage nook under the touchscreen.

It doesn’t help that the cupholder situation doesn’t allow for a proper centre armrest. You either have no cupholders and an armrest, one cupholder and your arm barely reaches the armrest, or two cupholders and the centre armrest flops into the backseat space. It’s not ideal.

Gripes aside, there are still positives to the Polestar 2’s front row. The seats are comfortable on longer drives and allow for a large degree of electric adjustment.

Ahead of the driver the steering wheel thankfully has physical buttons, allowing for easy use on the move. I also love how satisfying the indicator stalk thwack is. It’s the little things that count.

The digital instrument cluster has a minimalist look and can be customised with a few layouts. I particularly like the Google Maps layout which shows your navigation when using the in-built app.

Moving across, the Google Built-in software for the multimedia system is still up there as one of the most usable out there currently. It’s easy to navigate, plus if you get lost there’s a convenient home button at the bottom of the screen.

Both screens are now driven by a more powerful Qualcomm processor chip which allows for better responsiveness, smoother performance and higher download speeds for in-car apps.

Although we didn’t get a huge opportunity to stress test this new chip, it’s definitely an improvement on the old one. You can technically upgrade your old Polestar 2’s chip through a Polestar service centre, though it conveniently doesn’t list how much this costs.

While physical switchgear is limited, there’s still enough to get by. Over the years I’ve grown accustomed to using the touchscreen to change the climate control, though some physical dials and buttons would be nice.

Apple CarPlay and Android Auto are available in wired form only, which is surprising as wireless smartphone mirroring is now commonplace. It does mean however that your phone will charge up reliably.

Moving to the second row, it’s arguably where the Polestar 2 is at its worst. At a leggy 182cm I do fit behind my driving position but headroom is tight.

It doesn’t help that there’s a huge transmission tunnel which technically isn’t needed given this car is fully electric. That’s a downside of using a combustion-engine platform.

Second-row amenities include air vents, two USB-C ports, as well as a fold-down armrest with cupholders. Heated outboard seats are optional.

At the back the button to pop the boot is down where the number plate is. It’s not overtly obvious unless you know where to look.

As standard the tailgate is manually operated and you need to get the $4700 Plus pack in order to get it electrically operated. It also gets a hands-free function which is handy if you’ve got your hands full with bags.

Boot space is 407L with the rear seats upright, expanding to 1097L with them folded. This includes a 43L underfloor section which is large enough for some cables. The boot size is fairly standard for a vehicle of this size and type.

There’s also a 41L front boot which can be used for further cable storage or other various storage needs.

The 2026 Polestar 2 starts at $62,400, before on-road costs, for the Standard range Single motor and extends all the way to $85,080, before on-road costs, for the Long range Dual motor with the Plus and Performance packages.

This is more expensive than the similarly premium-pushing Tesla Model 3 ($54,990 to $80,900, before on-roads), as well as the more budget-oriented BYD Seal ($46,990 to $61,990, before on-roads).

Despite this, Polestar currently has some major deals and offers on new 2026 Polestar 2 stock to the tune of up to $13,000 off the drive-away price. This can see you drive away in a brand-new model for as little as $55,763, drive-away, in Victoria, which is around $5000 less than a base Model 3 RWD.

There’s a catch though… options. There is a slew of option packages and singular options available and they add up quickly.

Most notable is the new $3500 14-speaker Bowers & Wilkins sound system that must be bought in conjunction with the 'Plus package' which is $4700 on all trims besides the Long range Dual motor as it’s already standard.

Annoyingly, a heat pump is part of the $1500 'Climate package' which also brings heated rear seats, a heated steering wheel and heated wiper nozzles. So many carmakers now include heat pumps as standard fare in EVs as they help reduce energy consumption during colder months.

Beyond this, there’s a standard base of equipment which is fine for the price point. Highlights include LED headlights, a 12.3-inch digital instrument cluster, 11.2-inch touchscreen multimedia system, wired Apple CarPlay and Android Auto, wireless charger, dual-zone climate control and heated front seats with electric adjustment.

Both the V220d and V250d are powered by 2.1-litre turbo diesel engines, but in differing states of tune.

The V220d has 120kW of power and 380Nm of torque, while the V250d pumps out 140kW and 440Nm. Those figures are decent given the capacity of the engine, and to help keep fuel use down it has stop-start, sadly it’s a bit grumbly and overactive.

Both run seven-speed automatic transmissions and are rear-wheel drive. The Benz vans have strong towing capability, with an unbraked towing capacity of 750kg, while it can deal with braked trailers up to 2500kg.

No changes have been made to the Polestar 2’s electric motor set-up for 2026.

Both the single-motor versions have been rear-wheel drive now for a few years and produce either 200kW or 220kW, depending on the battery pack.

The Long range Dual motor adds a front-mounted electric motor bringing total system outputs to 310kW and 740Nm. It’s capable of doing the 0-100km/h sprint in 4.5 seconds.

The $8980 Performance pack (available only on the Long range Dual motor) bumps the total system power output to 350kW. It also reduces the 0-100km/h sprint to 4.2 seconds.

Mercedes-Benz claims that over a mix of urban and highway driving, the V-Class will return 6.3 litres per 100km, no matter whether you choose the V220d or the V250d – which is pretty good given the thing is long (5140mm), wide (1928mm) and relatively heavy (almost two tonnes).

Over a lengthy drive in the V220d – some of it on a twisty mountain road, some in stop-start traffic, most on the freeway – I managed 7.2L/100km. This will rise with added bodies, but not by much.

Although we didn’t get to drive it at this media launch, the entry-level Polestar 2 Standard range Single motor has arguably received the biggest refresh of the line-up with this MY26 update.

It now has a slightly larger 70kWh lithium-ion battery pack sourced from CATL, replacing the LG Chem-sourced 69kWh lithium-ion battery. As a result there’s 554km of WLTP-claimed range with up to 554km (up from 546km).

Long range versions still have a CATL-sourced 82kWh lithium-ion battery with between 568km and 659km of WLTP-claimed range, depending on the variant. This is good but Tesla has moved the game forward with its Model 3 Long Range RWD which offers up to 750km of range.

We didn’t get a chance to fully test out energy consumption during this media event, but Polestar claims between 14.8kWh/100km and 17.2kWh/100km, depending on the variant. This is much better than when the Polestar 2 first launched.

While the maximum AC charging rate remains at 11kW across the line-up, the Standard range versions can now DC fast-charge at rates up to 180kW (up from 135kW). This means a 10 to 80 per cent charge can now take as little as 26 minutes.

Maximum DC fast-charging for Long range versions is still up to 205kW, allowing a 10 to 80 per cent charge in 28 minutes. Lots of newer rivals offer faster charging now.

My drive saw me chauffeur my partner and our dog down to Cooma, where we then took my parents down the coast. We put the V-Class’s flexible seating to the test, as we had to buy a massive bathtub and bring it back with us. This proved that, although this thing is a luxury van, it can also be a hugely practical delivery van.

The comfort on offer was perhaps the biggest advantage for my passengers – with superb suspension composure, ride comfort and body control, the V-Class is like a big boxy limousine.

It won’t set your heart racing in corners as there’s quite a lot of body roll to contend with, but the steering is direct and very nicely weighted, making for easy progress whether you’re piloting it down a mountain pass or dealing with roundabouts or parking lots. The turning circle is small, which in turn makes the van feel smaller than it actually is.

The brakes can feel a little numb underfoot, meaning you might find yourself pushing a little harder on the pedal than you think you ought to. The response is good, though, even with weight on board.

The extra, effortless grunt of the V250d would be advantageous.

What was a little surprising was a lack of torque at higher speeds for overtaking moves. On a slightly sloping country back road with four adults on board, I expected there to be well and truly enough for a quick overtaking move – but the drivetrain didn’t quite have the grunt to get the job done. At least, not in the Comfort drive mode.

By using the ‘Dynamic’ drive selector and choosing Sport mode, there was extra push on offer – the gearing changed, and so did the throttle response – and that made overtaking moves a little easier. But still, the extra, effortless grunt of the V250d would be advantageous, and I know I wouldn’t like having to play with the drive-mode switch every time I overtook. Just leave it in Sport mode? You’ll pay the price on fuel use. 

Around town the seven-speed auto went about its job really well, offering smooth shifts in all situations. The transmission can clunk when you engage park or shift to reverse, though, which isn’t overly premium, and there is some turbo lag that you’ll have to remember when you prepare to take off from traffic lights. Another thing that didn’t necessarily persuade my passengers of the premiumness on offer was the fact that the kerbside door leaked when it was raining. Not good.

While outright practicality isn’t the Polestar 2’s strong suit, once you get on the road this melts away almost instantly.

This EV is and has always been a driver’s car that’s engaging and rewarding to steer. It’s a shame that many people’s first experience with it was likely in the second row as a rideshare with a driver that has a bad case of taxi foot.

Surprisingly, during the media launch drive program we had the opportunity to sample the original MY22 Long range Single motor and compare it back-to-back to the MY26 models. It’s rare this kind of thing happen.

This is notable because single-motor versions made the switch from front- to rear-wheel drive back in 2024.

While the MY22 example feels like a bulldog yet still capable of carving up corners, it holds up well if you ignore the odd cabin rattle and creak. You can also feel a marked difference with how the rear guides the latest MY26 Long range Single motor instead of the front when pushed.

This isn’t apparent in calmer, everyday driving situations. If you’re not a car person you likely wouldn’t be able to tell the difference.

The rear-mounted electric motor produces an adequate amount of oomph, allowing you to get up to speed with ease. Like all EVs you get snappy acceleration from a standstill, which is thrilling.

This is dialled up to 11 in the Long range Dual motor Performance. Although the Model 3 Performance is technically faster, it still feels like this Polestar 2 is quick enough.

In the fully loaded all-wheel drive trim you’re able to carve corners enthusiastically. It’s incredibly confidence-inspiring to chuck into corners as there’s grip for days and a bucketload of power to back it up.

Although the regenerative braking system is pretty powerful already, the Performance pack adds chunky Brembo physical brakes for added peace of mind. Perhaps Tesla could take note of this?

The aforementioned Performance pack also adds manually adjustable Öhlins dampers with a ‘Polestar Engineered’ performance chassis. It’s an incredible package with a dialled-in feel, though if you want to adjust the dampers you need to jack up the car.

If you’re not keen on outright performance, the regular Polestar 2’s suspension set-up still holds its own but has an added level of all-around comfort. It’s an improvement from the original which was a little too firm.

Across the line-up the steering is direct and makes this car feel nimble regardless of where or how you’re driving. You’re able to select from different steering feels which increase or decrease the resistance.

Given EVs have no engine noise, they can sometimes have more noticeable road and wind noise out on the open road. Thankfully the Polestar 2’s cabin is quiet enough, that is unless you’re driving on coarse-chip roads.

The Polestar 2 received a maximum five-star ANCAP safety rating based on testing conducted in 2021.

Standard safety equipment includes eight airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, lane-keep assist, lane centering, front and rear parking sensors as well as a surround-view camera system.

This amount of safety tech is pretty standard fare now, but I particularly like how well they are tuned. It’s more noticeable in a world where new cars from new carmakers continually chime at you even though you’re driving normally.

There are ISOFIX child seat anchorages on the two outboard rear seats, plus top-tether points on all three rear seats.

Mercedes-Benz Vans backs the V-Class with a three-year/200,000km warranty plan, which is good.

The company has also introduced a new capped-price servicing plan for the V-Class, with maintenance due every 12 months or 25,000km, whichever occurs first. The fact the distance intervals are so far apart could be a bonus for business operators, but the costs are high: the first service costs $556, then the following two visits will set you back $1112 each time. Yikes.

A longer capped-price plan with lower prices would make this van a lot more attractive to business owners. A Kia Carnival could make a lot of sense in that regard, too – even business operators get a seven-year/150,000km warranty with a seven-year/105,000km capped-price plan, and the same cover for roadside assist.

The Polestar 2 is covered by a five-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered by an eight-year, 160,000km warranty.

While this battery warranty length is standard, a five-year warranty is getting a little short now in the grand scheme of things as many brands are moving to seven-year warranties.

Owners also get five years' of roadside assistance which can be accessed by pressing the ‘Connect’ button on the overhead console. It’s available 24/7 and includes car recovery and alternative transport, if required.

Logbook servicing is required every 24 months or 30,000km, which is standard for EVs. At the time of writing Polestar Australia was finalising service pricing for the MY26 2 and we'll update this review as soon as we receive the details.

There are a total of 23 Polestar service centres around Australia, a number of them shared with Volvo.