Polestar 2 vs Tesla Model Y

What's the difference?

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

Tesla promised wholesale improvements to the Model Y, and this Juniper update delivers where it counts. But with increased, and sometimes cheaper, competition arriving every day, the pressure remains on Tesla to keep the Model Y ahead of the pack.

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

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

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

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

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

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

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

We’re not talking massive changes here – more a modernising of the Model Y offering that doesn’t really change the shape or dimensions. 

The most noticeable changes outside are the front and rear light bars, spanning the width of both the bonnet and the boot. They’re a nice touch, and seriously soften what many (including me) consider the worst angles of the Model Y. There are also new headlights, a refreshed front bumper and a new look for the alloy wheels.

Inside, it is the absolute definition of pared-back minimalism. In fact, some could argue it’s gone a little bit too far.

There are no physical buttons anywhere but on the steering wheel, and there's just the one stalk, which has the sole function of operating the indicators. Everything else - mirrors, windscreen wipers, headlights etc - are accessed either through the steering wheel, or through the central screen.

And that includes the gear selector, which is now a swipe-down-for-reverse, swipe-up-for-drive function on the central screen. You might love that, but I don't. I'm sure I'd get more used to it, but initially it did nothing but slow down how quickly I could get the car moving.

Helpfully, the central screen is big and very easy use, and logging into Spotify and Apple CarPlay does largely negate the missing phone mirroring – though if the function exists, I couldn't get it to read my incoming texts to me.

Our test car's cabin was black but highlighted with quality-feeling fabric panels in the doors and on the dash, which are then framed by a metallic-feeling mesh, helping the Model Y's cabin feel definitely elevated from the vehicles that came before it.

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

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

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

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

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

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

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

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

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

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

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

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

It's easy to connect to the wired Apple CarPlay and there is wired Android Auto and in-built google apps, too.

The optioned Harman Kardon sound system with its 13 speakers means you can listen to your music as if you're in a private show performed by your favourite artist!

To round out the practicality of this sedan, the boot is large enough to carry your gear at 405L and the large compartment underneath the floor is super handy to store smaller items.

There is a panel that lifts up to make a cosier storage area, say if you only had a couple of bags of groceries you didn't want rolling around.

And because the Polestar 2 lacks an engine, there is frunk storage of 41L at the front which is perfect for any charging cables.

The compromise for getting all of this space is that you only get a tyre inflator repair kit, which is housed in the frunk storage area.

And lastly, having a powered tailgate is always a bonus but I miss having a good old-fashioned button on the boot lid to open it.

The new Model Y stretches 4792mm long, 1982mm wide and 1624mm tall, and the practicality perks of the outgoing model still shine strongly in this new version.

Climb into the backseat and you’ll find a seriously spacious area, and one that feels even bigger and lighter thanks to the completely flat floor and the glass roof.

Even sitting behind my own 175cm driving position, there was ample knee and headroom, and the addition of the 8.0-inch rear screen, which supports two headphone connections, is a clever touch. Gone are the mind-numbing days of staring out the window on long family road trips. Now, kids get access to YouTube, Netflix and a heap of games.

There are also two USB charge points, and a pull-down divider that separates the comfortable rear seats. The door pockets front and rear are sizeable, and cabin storage abounds, including a hugely deep storage bin that separates the front seats.

Open the boot, and remove the shade, and you'll find another fairly massive storage area, including a deep hidden area under the boot floor. But you won't find a spare tyre – instead Tesla offers a 24-hour call-out service for the life of the warranty, where someone will come and repair or replace your tyre, should you have an issue.

Tesla isn't good at detailing specifics about its vehicles, but says you can expect a total 2138 litres of storage space in the Model Y, presumably with the rear seats folded flat and measured to the ceiling.

So yes, this Model Y RWD is the cheapest way into the Model Y family, listing at $58,900 before on-road costs – exactly $10k cheaper than the Long Range All-Wheel Drive.

That’s a little more than some of its core Chinese rivals, like the XPeng G6 which kicks off at $54,800, and a lot more than vehicles like the Leapmotor C10 and Geely EX5. But you could argue that Tesla has more brand standing than them in Australia, given it has been around for so much longer. 

Tesla has also jacked up the included features for this update, with heating and cooling for the front seats, new 19-inch alloy wheel designs, adaptive LED headlights, and a very cool 8.0-inch rear screen that gives backseat riders access to games, YouTube and Netflix.

Tech up front is handled by a 15.4-inch central screen on which you can connect your Spotify or Apple accounts, but there’s no Apple CarPlay and Android Auto. The system pairs with a nine-speaker stereo, and there’s still the best wireless charging pad in the business below the screen.

The name of our model says it all, as it has a long range, single motor electric powertrain.

Coupled with a large 82kWh lithium-ion battery, which is a 4.0kWh increase from the previous model, the maximum power output is 220kW and 490Nm of torque, which is also up from the previous model.

The Polestar 2 is now rear-wheel drive, superceding the previous front-wheel drive model.

The regen braking isn't as strong as the previous model and although it is called 'one-pedal' braking on this system, it's not truly a one pedal driving experience.

You can change the strength levels from low to standard and I kept it in low for most of the week.

Again, Tesla keeps its cards close to its chest on specific outputs, but data we've seen points to this Tesla's rear-mounted electric motor producing 255kW, a smallish increase from the 220kW of the outgoing model.

Tesla says that's enough to produce a sprint to 100km/h time of 5.9 seconds.

The Polestar 2 Long range Single motor has a great driving range of up to 655km (WLTP). Goodbye range anxiety!

It also has a Type 2 CCS charging port and can accept charging speeds of up to 205kW, which is 50kW more than the previous model, and that means you can hook up to an ultra-fast 350kW charger.

On DC you can expect to see a charge time of 28 minutes to get from 10 to 80 per cent. On an 11kW AC charger, expect to see that time jump to around eight-hours for a zero to 100 per cent charge.

The official energy consumption figure is 14.8kWh (WTLP) but my on-road average was 15.0kWh after a fair bit of open-road driving, which is a great result.

Again, more cloak and dagger from Tesla here, but most reporting suggests a 75kWh battery is housed beneath the new Model Y.

We do know that our rear-drive Model Y will deliver a claimed 466km driving range on the WLTP cycle.

Charging is capped at a reported 220kW, with the brand suggesting 238km in driving range can be added in 15 minutes when using a 175kW Supercharger. Home AC charging is capped at 11kW.

The Polestar 2 is a pretty conventional car to drive because an EV newbie will be comfortable behind the wheel… once they start driving it!

You see, there is no 'ignition' switch but so long as you have the key with you, you simply get in and shift into gear to 'start it' or get out and lock the car to 'turn it off'. It's weird and I'm not sure I will ever get used to it!

The motor has a lot of grunt and it's fun to put your foot down whenever you need to get up to speed or overtake. The power output is responsive and well-balanced with the rear-wheel drive delivering a sporty on-road experience.

If you're tackling winding roads or sharper corners, you can customise your steering responsiveness to 'light', 'standard' or 'firm' but remained on standard for most of the week. It's the best mode to handle stop-start running in town and highway cornering.

The Polestar 2 sits quite low to the ground and feels stable when you hit corners or the open-road. Although, the suspension feels on the firm side, which can make a bumpy road very noticeable.

Overall, the parking experience is good but the 360-degree view system is just too wiggy-woo for me to love it.

The images from the four cameras aren't well-stitched together and the angles seem to distort the overall image, too. It just looks confusing. So much so that you might not depend on it all that much.

Reviewing a Tesla Model Y at the moment is no mean feat. The company's very public figurehead is fighting for a front-row grid position in the battle for world's most unlikeable human at the moment.

But anyway, journalist hat on, personal views aside, Tesla has done a good job with the new Model Y. I actually didn't much like the outgoing model – the ride was too harsh, the steering too darty and the cabin too austere – but Tesla has comprehensively overhauled each of those drawbacks to create a car that is genuinely much better than it has ever been before.

Let's start with the cabin. It's still austere, but the quality feels higher and more premium, and while I'll die on a hill of the screen-controlled drive selector being a bad idea, it is otherwise now a nice place to spend time. The screen and the software powering it largely replace the perks of Apple CarPlay, and the addition of the rear screen is a very good one, too.

But the biggest improvements are in the way the Model Y drives. It's far more compliant on Sydney roads, while the steering sensitivity has been dialled back so it doesn't feel as though you're constantly making corrections.

I also like the power delivery in the RWD. It's not lightning fast, but the grunt is constant and feels really instantaneous and usable.

It's no sports car, though. Our test car took in some of the windiest roads in greater Sydney and beyond, and while the body roll and composure feels on point, the Model Y does struggle with really sharp cornering. The aggressive traction control was a constant passenger on the really challenging stuff.

Overall, the improvements are good, and very noticeable.

This Tesla Model Y wears the same five-star ANCAP safety rating as its predecessor, awarded back in 2022.

Everything you expect is present and accounted for, including seven airbags, auto emergency braking (AEB), lane departure warning and assist (the latter being a little too panicky for my tastes) and cameras front and rear.

Special mention for the brand's semi-autonomous functionality, which – while not perfect – is among the best I've experienced. On the highway, it will stay in the centre of its lane, rather than the bumper-bowling-style swaying that some systems serve up, and change lanes for you when you indicate.

The ongoing costs for the Polestar 2 are fantastic because the servicing costs are complimentary for the first five-years or up to 100,000km, whichever occurs first!

Servicing intervals are reasonable at every two years or 30,000km, which is a usual term to see for an EV.

The normal car components are covered by a five-year/unlimited km warranty but the battery is covered by an eight-year or up to 160,000km warranty.

Underwhelming, I'm afraid. A four-year/80,000km warranty might be the worst offered by any mainstream brand in the country. For the record, five-year/unlimited km is now the minimum standard, with many brands far exceeding that.

Servicing intervals are a bit scattered, with the brand instead listing when things need to be done, rather than a traditional schedule.