Polestar 2 Long Range vs Lexus RX500H

What's the difference?

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.

The Lexus RX500h F Sport Performance certainly gave a solid driving performance this week. I was comfortable behind the wheel and enjoyed the luxe features up front. I feel that it's missing some luxe items in the back seat and some of the family storage options that other large SUVs can have but otherwise, it suited my family’s needs. The fuel efficiency was quite surprising for a hybrid, so this gets a 7.0/10 from me.

My son really liked the panoramic roof and his high seating position. So, he gives this an 8.0/10.

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.

The RX is a deceptively large SUV, at first glance the sporty tailoring might make you think it’s the smaller NX sibling but park it and you’ll see how it fills up a space!

It’s 4890mm long and 1920mm wide but the compact 1695mm height is what causes the misdirection.

Let’s get straight into some of the obvious design changes. The iconic ‘spindle’ grille design has been flattened at the top with a new body panel. It’s a design choice that makes the bonnet look more bulbous than sporty but that’s pretty much all I don’t like.  

It was a great choice to lift and level out the sloping of the bonnet because it looks a lot more purposeful now. There’s lots of sporty elements too with the black 21-inch alloy wheels and faux-mesh intake vents at the front and rear. Plus, I’ve always been a fan of the floating roof effect that’s created by the black panelling that shoots from the C-pillar to the rear.

It’s not just the exterior that’s been revamped. The interior now boasts a massive 14-inch touchscreen multimedia system, up from the 12.3-inch screen from the previous generation. The gear shifter is now an e-shifter and the dashboard has been ‘stepped’ to make it feel like you’re being tucked into the cockpit. There’s new ambient lighting inside too, designed to make the interior feel like a luxury lounge.

All round, they’ve nailed the ‘luxury’ aspect.

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.

Sometimes you can forget how many luxury items this car has because they've been sprinkled around too sparsely.

For example, front passengers definitely enjoy the most this car has to offer. The legroom and headroom are both great, while the luxe factors feature heavily with the heated and ventilated seats and heated steering wheel. It’s great that there is dual-climate control up front and ample individual storage on offer.

The driver has a lot of technology within easy reach – the 14-inch touchscreen multimedia system is simple to use and has built-in satellite navigation. You can pull the directions into the head-up display and there’s still a healthy mix of physical dials on display. The wireless Apple CarPlay was easy to connect to and there’s also wired Android Auto, Bluetooth connectivity and digital radio (which was good in the city, terrible in regional areas).

Front passengers are absolutely spoiled when it comes to charging options, too. You can choose between an USB-A port, three USB-C ports, 12-volt port and a wireless charging pad!

When I reviewed the smaller NX sibling, I struggled with the e-latch door handles but finally got used to them on this model (I even like them!). My six-year-old found them to be frustrating at times and if the groans from my family members are to be believed, they weren’t impressed either but I do think it came down to it being a ‘user’ issue!

The backseat is comfortable and perfect for my 168cm height but taller passengers may feel a little cosier. The seats are set in a stadium setting, which does make you feel like you’re teetering in corners but my son loved the high position.

You can comfortably fit a couple of child seats back there but it might be a squeeze for three. The wide door apertures do make it easy to fit a child seat and to bend down to buckle them in.

Individual storage is limited to just map pockets, two cupholders and skinny drink bottle holders in the doors. The amenities never quite make it to luxurious either but I did like seeing two USB-C ports and retractable sun blinds.

The boot space is decently sized at 612L but the aperture is sloped, which means you might struggle to fit some bulky items. It has a level load space and it’s easy to access the temporary spare tyre. The powered tailgate with kick-function is super quick and handy too. 

There are six models for the RX and the 500h Sport Performance completely replaces the previous 450h model as ‘top dog’.

As with most things, the purchase price has shifted upwards with a hearty $126,000 tag (before on-road costs). However, it’s still almost $10K more affordable than its nearest rival, with the X5 at $139,900 and the GLE at $135,200 (all before on-road costs).

Being a top model means you enjoy the perks of many features coming as standard, like electric front seats with lumbar support, heated and ventilated front seats, heated steering wheel, panoramic sunroof and leather accented seats and trim.

It even has real aluminium inserts for the accents and a new for 2023 digital rear-view mirror.

The only luxe factor that it doesn’t have, but should for a flagship model, are heated and ventilated outboard seats in the back row.

Other features include some decent tech, like wireless Apple CarPlay and wired Android Auto, three-zone climate control and a premium Mark Levinson sound system but more on that below.  

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.

There is only one engine for the top model and that’s a 2.4-litre, four-cylinder turbo-petrol hybrid offering. It has a combined max power output of 273kW.

This replaces the old V6 hybrid engine from previous models but I found it to still be punchy. In fact, it’s claimed that you can do 0-100km/h in as little as 6.2 seconds.

It’s an all-wheel-drive and features a cool – eAxle … meaning the car is a bit clever with its power distribution using the electric motor to power the rear axle and the petrol engine to power the front. You can notice the gear changes with the six-speed auto transmission but overall, this combination delivers a solid performance.

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.

The official combined fuel figure is 6.5L/100km and that’s up by half a litre on the previous model. Real-world testing saw my figure at 8.3L, and I was disappointed with the efficiency. There are more efficient options out there that I would consider if the ‘hybrid’ part of the model’s name was what interested you.

With the 65L fuel tank and based off the official combined figure, you should be able to get a 1000km driving range … but based off my experience, I would expect a little less than that.

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.

My first thought when I drove this was that it doesn’t drive like a big car. It has nice sporty handling – it feels firmly positioned on the road and the steering is responsive.

There’s a definite sense of power but it’s lazy. You have to get firm with the accelerator but it performs well when you push it.

There’s an interesting duality at play here because, despite this, it’s not sluggish - I’m just as confident on the open-road as I am zipping across traffic in this.

The suspension is adaptive and feels springy. It handles cornering quite well but I’m not as firmly seated as I would like. My husband said the same from the passenger side.

The cabin is extremely quiet and peaceful until my kid gets into the car. Then it’s 20-questions in 20-seconds. But otherwise, the new active noise cancelling this model has, works.

I really love the 11m turning circle – parking this in a rat-warren car park was simple. The 360-degree view camera is easily in my top three for camera tech that I’ve used and I like how the car ‘disappears’ when you’re manoeuvring. It makes it easier to navigate a tight spot and not get distracted. Large SUVs can sometimes feel daunting to park but not this one.

The RX has a full suite of safety features that are always great to see on a large SUV, like: LED daytime running lights, lane keeping aid, lane departure alert, blind spot monitoring, rear cross-traffic alert, 360-degree view camera, front and rear parking sensors and dynamic parking guidance.

A cool highlight is the 'Safe Exit Assist' which will alert you via the dash if the car has sensed an oncoming obstacle when you go to exit the car. However, Lexus goes further and if the obstacle is still present and you try to open the door, the car will LOCK your door and stop you from exiting. Pretty neat!

The autonomous emergency braking with forward collision warning has car, pedestrian and cyclist detection (operational from 5.0 – 80km/h and up to 180km/h for car detection).

It achieved a maximum five-star ANCAP safety rating from testing done in 2022. However, this model used to have 10 airbags but now only has eight. I do like that it now has the front centre airbag.

There are ISOFIX child seat mounts on the outboard seats and three top-tether anchor points. You may get lucky with three skinny child seats but two will fit best. A 0-4 rearward facing child seat can be installed but will encroach on front passenger comfort, especially if they’re tall.

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.

The ownership terms have been improved too with the RX now coming with a five-year/unlimited km warranty term, which is more in line with the market standard.

It has a five-year/75,000km capped-price servicing plan and services cost $695, which is $100 more than the previous model. Even with the price hike, the servicing costs aren’t as expensive as others in the class. 

Servicing intervals are reasonable at every 12 months or 15,000km – whichever occurs first, which is good.

Lexus recommends a minimum of 95 RON petrol for this model.