Polestar 2 Standard Range vs Volvo XC90

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.

It’s a credit to Volvo that the XC90 feels like a new car, even with its older underpinnings. This latest update has successfully addressed areas that needed the most attention, namely the multimedia system, interior and exterior design. The electric driving range now feels somewhat old school compared to the numbers some manufacturers can achieve these days. A lot of PHEVs now exceed 100km EV range and buyers are starting to expect that. And setting up the third row takes way too much effort to want to do it regularly. The new Volvo XC90 is a comfortable, engaging and properly premium family SUV and the updates have only improved what was already a solid offering.

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.

Back in early 2015, I attended the international launch of the second-generation Volvo XC90. At the time I thought it was a handsome SUV, with Volvo successfully interpreting what is essentially a big people-hauling box on wheels with typical Scandinavian flair.

There’s been a facelift since then, but this latest refresh brings the XC90 bang up to date.

New elements include a modern take on the 'Thor's Hammer' LED headlights, and a new bonnet and grille with an updated diagonal logo spread across the car's face. At the rear the only change is slightly darker tail-lights.

The new grille in particular looks great, and with all of the blacked-out elements of the T8 - grille, lower air intakes, parts of the apron, mirror caps, roof rails and window surrounds - it looks quite cool, especially contrasted with the test car's 'Crystal White' paint. It has elevated the overall look.

Inside, Volvo has made big changes, mostly with the dash and console. It retains the familiarity of other Volvos, but is much more in keeping with its new all-electric EX90 sibling.

It still has a horizontal theme, but with cool new vertical air vents. The new multimedia screen fits well into the dash layout, and isn’t over sized. It’s the ideal size at 11.2 inches. There are a few buttons underneath but not many.

The mix of materials used at the front of the cabin includes ‘Grey Ash’ wood, piano black, chrome, metal-look speakers, grey fabric and soft touch as well as hard plastics. It sounds like it would be too much but it works well.

Volvo has always been a leader when it comes to car seats and the new XC90 is no exception. The beautifully designed ventilated charcoal Nappa leather seats look and feel stunning. The tiny Swedish flag is a nice touch, too.

The engine start/stop button and the crystal selector add a touch of glamour to the cabin. Overall, the XC90 feels properly premium inside, still with a Scandinavian bent. Just lovely.

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.

Any dedicated seven-seat family SUV needs to nail practicality and when it comes to the Volvo XC90, there are clear pros and some surprising cons.

One of the many pros is the seats. As mentioned, they look schmick, but are also supremely comfortable and offer the perfect level of bolstering and support. The T8 has a seat adjustment memory function that can be programmed into the driver profiles that also tailors other functions to suit different drivers.

The quality of the materials and build quality of the cabin is largely impressive. Even the damping of the indicator stalk has a feeling of high-end quality.

Volvo’s digital instrument cluster is clear and easy to navigate, once you work out what the buttons on the steering wheel do. They don’t have words on them so it takes a while. The driver’s manual comes in handy for this.

The big story in the cabin is the new 11.2-inch multimedia display. Volvo uses a Google platform and the car comes with Google Services which includes Google Assistant voice control, Maps and Play.

I’m a fan of Apple CarPlay and once I have assessed a car’s in-house multimedia system I often defer to CarPlay. It’s simple and familiar. But aside from using CarPlay to connect once, I used Volvo’s system for the vast majority of my time with this car.

Logging into your Google account means your favourites come up on the map and there is no downside to functionality. If I had the car for longer I would've added Spotify to the system and logged into that, too, but I was happy listening to digital radio on the phenomenal 19-speaker Bowers & Wilkins sound system.

The screen takes some familiarisation, but once you understand the home keys and how to switch between apps, it’s a pleasure to use. It has a clear layout, nice graphics and is responsive. Yes, the air con controls are mostly housed in the screen, but if you tap the lower part of the screen the entire climate menu appears. It is light years ahead of Volvo’s previous screen set-up.

Most functions are housed in the screen, although there are buttons just under the screen for volume and audio on/off, front and rear demisters, hazard lights and a button to open the glove box.

Storage up front is just okay. The console houses shallow cupholders and a handy upright phone holder, as well as the device charging pad. It’s a shame there’s no under console storage, but the transmission tunnel might be too chunky for that.

The shallow central bin houses two USB-C ports and a 12-volt outlet. Bottle storage is decent in the front door cards.

The panoramic sunroof only has a sheer blind (it’s powered) which is less than ideal in a country like Australia. It’s been fine in winter but I’m curious to know what it’s like in the height of summer.

The second row features manual window blinds to keep your little ones cool.

There’s some back support for the second-row seats but the base is flat. Some of the seat fabric in that row looks like it doesn’t quite fit, but I think that’s the nature of the leather with the intricate designs.

In terms of space, there’s ample leg, toe and headroom, and the rear backrests recline for extra comfort on long trips. The bases roll forward and back and the seats are split 40/20/40.

Kids will likely fight over who has to sit in the middle seat because the combination of an intrusive transmission tunnel and the rear of the front centre console protruding into the space means it is not a great seat.

Occupants have access to chest and knee-level air vents, heated seat and digital climate controls, map pockets, two USB-C ports and a central fold-down armrest with a fiddly cupholder mechanism. The rear doors will only house small, narrow bottles.

Accessing the third row of the Volvo is challenging. For starters, to move the second row seats forward you need to use the lever at the top of the seat and the roller under the base to move them. And they are heavy seats. That leaves just enough of an aperture to get into the third row.

But first you have to raise the third row. Sadly there’s no lever in the boot area to quickly raise or lower the third-row seats. You have to either climb into the boot and reach for the lever at the top of the seats, or reach through the back door and try and raise them that way. And again, they are heavy.

It is a deeply unintuitive system and leaves you exhausted and frustrated. Especially when you consider other seven seaters have a much more functional and lightweight third-row arrangement.

Once in the third row, it’s clear it is for humans with tiny legs only. It is not a space appropriate for six-foot tall men like me, even for short distances. You do get ample headroom, air vents, cupholders and storage boxes on either side that open up to show a kid-friendly spider web design with a friendly looking spider. Cute!

The seats fold flat into the boot floor and the loading lip is level with the floor so loading heavy or long items should be a breeze. You can adjust the air suspension from the boot to lower the height further which is always a handy feature.

It comes with a solid cargo blind but you need to remove it if you want to raise the third row. When putting it back in, it catches on the third-row seat belts, so it’s not the best design.

In terms of boot features, the Volvo comes with a household charging cable that is housed neatly under the boot floor in a stylish bag. Many PHEVs and EVs still don’t have a dedicated spot to house a cable so you have to take up boot space with a chunky cable bag. Good job, Volvo.

It has a powered tailgate, a few nooks and a pair of 5.0kg hooks. However, it doesn’t have a spare wheel of any description. Just a tyre repair kit. This is due to packaging restrictions, but it’s never an ideal solution.

In terms of space, the Volvo can swallow 640 litres of cargo with the second row up and 301L with all three rows in place. That latter figure isn’t bad compared to some seven-seaters.

The pre-update XC90 soldiered on for 10 years and Volvo has, at various points, offered multiple powertrains, including a diesel. Not anymore.

Volvo now offers just two distinct powertrain grades for the XC90, the B5 Bright mild-hybrid from $104,990, before on-road costs, while the T8 plug-in hybrid I am testing tops the range at $130,990.

There’s an increase in cost over the pre-update versions of about $5000 for the B5 Bright and $2600 for the T8 PHEV, but the XC90 remains more affordable than rivals like the Audi Q7, BMW X5 and Mercedes-Benz GLE for equivalent grades.

On top of that, the Volvo is the only dedicated seven-seat premium plug-in hybrid SUV on the market.

The B5 Bright comes standard with a decent amount of gear including Google Services, keyless entry, a power tailgate, 12.0-inch digital driver’s display, wireless charging, powered front seats with heating, cooling and memory functions, wired Apple CarPlay and a new 11.2-inch digital touchscreen with over-the-air updates.

It also gets four-zone climate control, heated rear seats, a 360-degree camera and a crystal gear shifter by Orrefors.

Step up to the T8 PHEV and you gain a 19-speaker Bowers and Wilkins audio system, a panoramic sunroof, heated steering wheel and more.

There is a lot of standard gear packed into both XC90 grades. It can’t match the value of rivals like the Lexus RX and Genesis GV80 but it offers better value than some of those European rivals.

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.

Two powertrains are available in the new XC90, both with all-wheel drive.

The B5 Bright comes with a 2.0-litre four-cylinder turbo-petrol engine with 48-volt mild hybrid assistance offering 183kW of power and 350Nm of torque. It can dash from zero to 100km/h in 7.7 seconds.

The version I’m testing has a 233kW, 2.0-litre four-cylinder turbo-petrol engine with a plug-in hybrid system that uses a 107kW electric motor and an 18.8kWh, 400-volt battery.

The total system output for the T8 PHEV is 340kW and a meaty 709Nm. It uses an eight-speed automatic transmission. It can complete the 0-100km/h sprint in a brisk 5.3 seconds.

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 mild-hybrid XC90 B5 Bright has an official fuel use figure of 8.1 litres per 100 kilometres, which is on the thirsty side, although it is a 2.5-tonne SUV.

Officially, the XC90 T8 Plug In Hybrid sips just 1.8L/100km on the combined (urban/extra-urban) cycle, but as with any PHEVs, unless you charge your car religiously and never drive far enough to deplete the battery, that figure is extremely hard to achieve.

I charged the car regularly using my home wall charger (two to three hours for a full charge) and the fuel gauge barely moved.

After a week of mixed driving my final fuel economy figure was 3.4 litres per 100km, which isn’t too bad.

The XC90 T8 has a 3.6kW onboard charger and a Type 2 plug so it’s only capable of AC charging. It is not compatible with a DC source so no fast charging on the go.

The official electric driving range according to Volvo is 77km, which feels a little old school compared to the many PHEVs landing on the market now that have an EV driving range in excess of 100km.

The offical figure also seems somewhat optimistic because the most I got on a full charge was 60km. Anecdotally, I have heard it can get up to 70km after a charge, it just didn't get there in my time with the XC90.

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.

For a tall, large and heavy SUV, the XC90 has an excellent driving position. You feel hunkered down in the driver’s seat; it’s almost sporty!

Those healthy power and torque figures translate well on the road. It is properly quick off the mark and picks up pace rapidly when already at speed. You do need to work out the trigger point for the accelerator because if you give it too much it feels a little like a slingshot.

The transition between the electric motor and the petrol engine is noticeable, but it’s still smooth. It’s not harsh or clunky like some hybrids and PHEVs. Similarly, the eight-speed transmission is so smooth it rarely makes its presence felt. It's a lovely match for this powertrain.

On that, the cabin is incredibly well insulated. It’s a hushed ride at any speed. Again, you’ll hear the engine kick in but it has a nice note so that noise is welcome.

The powertrain has several driving modes including 'Pure' (EV only), 'Power' (for added performance) and 'Hybrid'. Hybrid is the go-to and 'Auto' allows the system to determine when the petrol engine kicks in. This is the best everyday mode.

Volvo understands the XC90 is more than just family transport and has engineered it in such a way that it offers a surprising level of dynamism.

It’s flatter in corners and bends than you expect of a car of this size and weight. It has a balanced chassis, likely helped by the air suspension, with minimal body roll and little lateral movement inside. Impressive.

It has enough grip on looser surfaces, aided by the all-wheel drive set-up.

The ride quality is more composed and refined at higher speeds, regardless of the road conditions, managing potholes and the like quite well. Volvo has tweaked the suspension tune as part of the update for this very reason.

At lower urban speeds, it’s not quite as calm. You’ll feel speed bumps and potholes and it's a little jiggly on rough surfaces. The low profile (275/35 R22) tyres are partly to blame here.

With that said, it’s not enough to dampen the overall XC90 drive experience. It is a lovely car to drive, whether cruising on freeways, country road blasts or city commuting.

Its underpinnings might be 10 years old, but the XC90 feels as fresh to drive as many of its rivals.

Volvo’s reputation for safety is hard to beat, so as expected the XC90 comes with a solid list of standard safety gear.

The safety tech includes auto emergency braking (AEB) with pedestrian, vehicle and cyclist detection, low-speed rear AEB, blind-spot monitoring with a cross-traffic alert and a ‘Run-off road Mitigation system’ that uses steering and braking to edge you back into the lane.

It also gets a front and rear collision warning, traffic jam assist, adaptive cruise control, lane keeping aid, tyre pressure monitoring, post-impact braking, an adjustable speed limiter and more.

One thing it doesn’t have is an ANCAP crash safety rating. It was awarded a maximum five stars back in 2015 but that rating has expired and Volvo says there are no plans for the car to be re-tested.

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 XC90 is covered by Volvo’s five-year, unlimited kilometre warranty, and the servicing schedule is every 12 months or 15,000km, whichever comes first. These are similar terms to other premium brands in Australia.

Buyers can opt for one of two capped-price servicing packs, costing $2380 for three years and $3870 for five years.

This pricing is a little more than the BMW X5 but quite a bit more affordable than the Mercedes-Benz GLE.

The Swedish brand used to have a reputation for over-priced servicing but it’s sharpened up its offer considerably in recent years.

Volvo has around 40 dealerships located across Australia and conducts its servicing in-house at the dealer.