Polestar 2 Standard Range vs Porsche 718

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.

If this is to be the end of the 718 as we know it, then it is an end to be remembered. Porsche has produced something special in the Spyder RS, a sports car that can compete with the 911 on any stretch of road - which is something so few cars can claim. The focus on performance has driven the entire concept of the car, but all the elements work in harmony, with form and function coming together.

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.

As the pinnacle of not only the current 718 range, but potentially the entire combustion engine era of the Boxster, Porsche has pulled out all the stops for the Spyder RS.

This includes major changes to the design, but none are purely for aesthetic reasons and instead are driven by the search for performance; and the fact they make the 718 look tougher, meaner and more purposeful than ever before is just a bonus.

It’s a comprehensive redesign that starts at the bumper with a new front lip spoiler to enhance downforce. Then there’s a pair of NACA ducts on the lightweight bonnet to improve brake cooling without compromising aerodynamic drag. The lightweight front fenders include wheel arch vents to stop any potential for front-end lift at high speeds.

And the fenders aren’t the only component that’s gone on a diet, there’s a lighter exhaust, lighter wheels, lighter bonnet, lighter roof, lighter door panels and even lighter carpets on the inside. All up, the Spyder RS tips the scales at 1400kg, which is 40kg lighter than a standard 718 Boxster.

If it’s still not light enough, you can opt for the optional 'Weissach Package' (which was fitted to our test car), which brings even lighter 20-inch forged magnesium wheels and carbon-fibre reinforced plastic for a range of parts including the front luggage compartment, rollover bars and ducktail spoiler on the Gurney flap – plus some cosmetic enhancements.

And we still haven’t even touched on the biggest design change yet - the rear half of the car. Starting with the roof, which Porsche actually calls a ‘sunshield’ and ‘weather guard’ because it’s a stripped down version of what the brand usually uses, to save weight and let the glorious engine noise into the cabin uninterrupted.

But it’s also necessary because the entire rear engine cover has been redesigned to accommodate the larger engine that Porsche has installed in the Spyder RS, a 4.0-litre six-cylinder instead of the usual turbocharged four-cylinder ‘boxer’ engines.

While the Spyder RS looks great with the roof/sunshield on or off, frankly the removal process is much too complicated and requires repeated viewings of a YouTube tutorial to still get it wrong.

While owners will (likely) eventually get the hang of it, it will always be a clunky and awkward process and that’s just the price of being so focused on performance, which you can accept or not.

Inside that ethos of performance over practicality continues, with sports seats, an Alcantara-wrapped steering wheel and even the previously mentioned lightweight carpet floor mats.

It’s a purposeful, rather than luxurious, cabin, but that perfectly suits the nature of the Spyder RS. Our test drive included several long stretches behind the wheel and at no stage did it feel uncomfortable or impractical, despite its stripped-down design.

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.

One area where the 718 range is starting to show its age quite dramatically is the in-car technology. While Porsche’s native system is relatively user-friendly, the lack of wireless Apple CarPlay or Android Auto in any capacity is deeply out-dated; and was frustrating for this Android using reviewer.

Given the age of the current 718 platform, and the impending arrival of the new model, it’s understandable that the multimedia system didn’t get an overhaul, but for a $350K car it does feel a bit behind the times.

In practical terms the Spyder RS is a bit of a struggle if you plan to go away with it. We managed to get a small suitcase and backpack in the under bonnet storage, but that was at capacity. While the addition of the larger engine removes any meaningful rear storage space.

The bad news is, the Spyder RS costs just over $200,000 more than the entry-level 718 Boxster, which is not a small sum of money. The good news is, for that $200K, Porsche has overhauled the 718 from nose-to-tail and enhanced it in nearly every aspect.

There’s a raft of mechanical changes that we’ll get to later on, to help justify the $334,200, plus on-road costs, asking price, but from a specification perspective there are some notable inclusions. 

For starters it comes with the 'Porsche Communication Management' (PCM) multimedia system, which includes in-built navigation and Bluetooth connectivity, as well as a 110-watt sound system.

But Australian delivered cars get an even higher level of standard equipment than other countries, with LED headlights including 'Porsche Dynamic Light System' (PDLS), cruise control, digital radio, rear 'ParkAssist' with reversing camera, 'Light Design Package', tyre fit set and windscreen with grey top tint, plus a no-cost optional Bose Surround Sound System all included.

It may be $200K more than 718 but compared to a 911, it actually makes a pretty compelling value argument. A 911 Cabriolet Carrera S starts at $342,700 (plus on-road costs), making that Spyder RS $8500 cheaper and a genuine alternative to its ‘big brother’.

Then, when you compare it against similar mid-engine European sports cars, such as the Maserati MC20 (from $510,000) or McLaren Artura (from $477,310) the Porsche looks like a bargain; relatively speaking, of course.

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.

The key stat for the engine is the cylinder count. Gone are the four cylinders and instead it’s a return to Porsche’s iconic flat-six.

Specifically, the same 4.0-litre six that Porsche uses in its 911 GT3, which is a lot of engine to squeeze into the middle of this lightened sports convertible.

In order to keep the 718 in its place (beneath the 911), Porsche has slightly detuned the engine, so it makes 368kW/450Nm (compared to 375kW/460Nm in the 911 GT3), but the German brand has never worried about a kilowatt contest and instead prefers to focus on driveability and the other elements that make a drive great.

To that end the combination of air-intakes next to the headrests and the lightweight stainless steel exhaust (which gets titanium tips on the Weissach Package) helps the Spyder RS sound like a Carrera Cup racing car when you really wind it up to its 9000rpm redline.

Not that the performance isn’t spectacular, though, with Porsche claiming it takes the Spyder RS just 3.4 seconds to run 0-100km/h, only 10.9 seconds to get from 0-200km/h and will hit a top speed of 308km/h.

The engine is paired to a seven-speed dual-clutch auto transmission (or PDK in Porsche-speak) that the company claims has “short-ratios”, but with peak power not hitting until 8400rpm and peak torque from 6750rpm, you don’t have to rush the ratio changes.

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.

Porsche says the 4.0-litre engine in the Spyder RS uses 13.0L/100km, which is a big number for what is a relatively small car. But that engine is highly-tuned and built for performance not efficiency, so it’s something owners will need to accept.

Our test drive included some long highway stretches, as well as some spirited driving and urban commuting, so a good mix across all conditions, and we saw consistent returns around the 15-16L/100km range.

It has a 64-litre tank, which means a theoretical driving range of around 490km, assuming you can hit the official claim.

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.

I’m only giving it a nine out of 10 because perfection is hard for any car to achieve, but the 718 Spyder RS goes as close as any car I’ve driven. This is a masterpiece of modern sports car design, pushing the 718 closer to the 911 than ever before, which is something Porsche has clearly tried to avoid so as to not tarnish the image of its flagship.

But with the 911’s 4.0-litre flat-six in the middle of the 718, plus its more compact dimensions, the lightweight nature of the Spyder RS and the raft of chassis and handling enhancements, this really does leave you questioning ‘do I really need a 911?’

The steering is fantastically direct, the chassis responds to every input with precision and feedback and the braking is strong and consistent. Which helps because that engine is so good it launches you with ferocity and a glorious noise (as good as anything on the market today) whenever you squeeze down on the accelerator.

The highest praise I can give the Spyder RS is not that it was a dream to drive on winding, challenging roads, but that it was just as enjoyable on a trip to the shops or cruising down the freeway. Any drive in this car is a genuine pleasure.

This is another area where the 718 is showing its vintage, with very little in the way of active safety features. There’s the required stability control, as well as airbags for driver and passenger, plus the previously mentioned reversing camera. But that’s it, there’s no autonomous emergency braking, no lane-keeping assist or even adaptive cruise control.

While that may sound shocking to some, there’s never a moment where you feel unsafe in the 718. It feels incredibly stable and responsive on the road, as the onus falls back upon the driver to pay attention and make smart choices.

There’s no ANCAP rating for the 718, or any Porsche, so it is a question of putting your faith into Porsche’s in-house safety measures.

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.

It’s difficult to give the Spyder RS a clear score here because Porsche is cagey on the details. The public dealer websites indicate annual oil maintenance is required, with additional servicing every two years or 15,000km. 

How much that will cost is unclear, as despite the rest of the 718 range having publicly available prices, there were no such details for the Spyder RS (or even its Cayman sibling, the GT4 RS).

For reference, the 'standard' 718 requires oil maintenance ($895) for the first annual service and an inspection ($1500) the year after. Those costs continue to alternate annually out to eight years/120,000km.