Drifting a 2023 Polestar 2 EV on ice proves it’s winter-ready

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Winter driving programmes are not unusual. A number of carmakers hold them every year to demonstrate the capability of their latest offerings in challenging winter conditions, while giving drivers some instruction in a low-traction environment. We’re at such an event at Circuit Mécaglisse, an all-season circuit located an hour north of Montreal, though this event is unique. There are several circuit layouts here, all of them on either ice or snow, which is the usual fare for a comprehensive winter-driving programme.

What’s unusual is that we’re not here to test-drive the latest Audis, Porches, or Subarus. We’re here to take part in the Polestar 2 Arctic Circle Experience, where we’re sampling the winter capability of the 2023 Polestar 2. To my knowledge, it’s the first winter programme of its kind — that is, of all-electric vehicles.

Because we had limited exposure to the cars – a few hours playing in the snow – this can only be an assessment of the Polestar 2’s performance in controlled winter conditions. And the conditions were ideal, with the thermometer reading minus 21 degrees Celsius upon our arrival at the track in the morning.

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A few changes have been made to the Polestar 2 for 2023, including the addition of new colours and wheels; a new interior colour and material combo (light grey ventilated Nappa leather, with Light Ash wood deco trim); the inclusion of Google infotainment using the Android R operating system, with Apple CarPlay capability; and, among other things, a Performance Pack option ($6,750) for the dual-motor model that boosts output to 350 kW (469 hp) from 300 kW (402 hp) through a software update, which also includes suspension upgrades, Brembo brakes, and 20-inch forged aluminum wheels.

My 2023 Polestar 2 dual-motor test car was equipped as such, and the power-boosting update will become available as a stand-alone option to owners of earlier Polestar 2 models in the near future. My test car was also equipped with studless Michelin X-ice winter tires, and began the day with a 95 per cent charge. Despite the cold, there was no attempt to conserve energy, and the Polestar 2 was already warm when I got inside.

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The first exercise was to drive a few laps on a snowy, twisty course, with a slalom and a couple of quick lane-change manoeuvres on the straight bits. With the stability control turned on and those grippy Michelins installed, the Polestar 2 managed the slalom with relative ease and communicative steering feedback, though at 2,113 kg, its heft was immediately evident. The AWD Polestar 2 often scrubbed its front tires, pushing wide if pushed too hard, though it always recovered, its electronic intervention providing a reassuring safety net. A couple of laps with the ESC set to Sport mode (done easily through the central screen) raised the electronic intervention parameters and loosened the rear end significantly.

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In this mode, and with one-pedal driving set to maximum, the Polestar 2 was genuinely fun to drive in slippery conditions. While carrying some speed, a well-timed lift of the accelerator pedal would swing the rear end out at the entry of a turn, and with careful modulation of the pedal, the car would continue a slide through turn. It was, however, hit-and-miss, because even in Sport mode, the ESC would often intervene and put the car back in line.

While this is a bit of a buzzkill on a closed course, it’s a necessity when less experienced drivers are behind the wheel and things get out of hand on the road. You have to be careful nonetheless, because is it possible to drive sloppily enough to spin out in Sport mode, something you don’t want to do on the road — so just keep the ESC on in winter on the road.

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Compare the specs of the 2023 Polestar 2 to other EVs in its price range

Moving to the skidpad revealed that the Polestar 2 isn’t really a car that one would use regularly to frolic on ice. The goal of the skidpad is to try to maintain a drifting slide as long as possible while circling. Again, with the ESC in Sport mode, it was difficult to break the rear end loose, and once it did break loose, it was difficult to maintain a slide, and overdriving would cause the car to spin — delicate manipulation of the controls was key, here.

Even when a slide was maintained for a long time, the car would take over, and gradually reduce power to straighten out. This was expected, since the Polestar 2 isn’t designed to slide around like a rally car, but rather to keep occupants safe by using its electronic driver aids to keep it on the road. We were done driving by lunch time, at which point my car displayed a 54-per-cent charge after being thrashed at full power for most of the morning. Estimated range of the dual-sport model is 418 km.

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To show the potential of the car in wintry rally conditions, though, we were given a ride in a specially prepared Polestar 2 Arctic Circle. Based on a dual-motor model equipped with the Performance Pack, its ride height was raised by 30 mm, its Öhlins suspension was softened by 30 per cent, and it was equipped with 19-inch studded tires. Now this Polestar 2 was tuned for fun! With two-time Daytona 24-hour class winner Jean-Francois Dumoulin at the wheel, it slid into, flicked between, and powered out of turns with remarkable speed and poise. But also without the sound of a wailing exhaust.

Driving the Polestar 2 in challenging winter conditions showed me that this electric vehicle is ready to handle the toughest road conditions Canada can throw at it when the temperatures dip below freezing. Sure, the fun factor might be muted on a closed course, but on the road it will pay dividends in confidence, comfort, and safety.

Pricing for the 2023 Polestar 2 starts at $53,950 for the front-drive single-motor model; and $58,950 for the AWD dual motor, before any applicable government incentives, with first models coming in September.

Check out details regarding the latest Polestar 2 via our online shopping tool.