The Polestar 2 that was launched in 2019 showed the world that you didn’t need a Tesla to experience a well-rounded EV. But since then, the electric vehicle market has exploded, with new competitors pushing Polestar to either evolve or fall behind. Now, the larger Polestar 4 has arrived, and it could be a make-or-break moment for the Swedish-Chinese automaker, so it better deliver.

After spending a week with the Long Range Single Motor version, it’s clear that this model brings a noticeable improvement over the Polestar 2. It seamlessly blends cutting-edge technology with a level of European luxury that raises the bar for EVs in this segment.

So, what makes the Polestar 4 stand out? Let’s dive in.

QUICK FACTS

Photos Brad Anderson/Carscoops

Polestar is gearing up to launch the 4 in the United States later this quarter, but over in Australia, it’s been available since late last year. It goes directly against vehicles like the Kia EV6, Hyundai Ioniq 5, Tesla Model Y, and even the smaller BMW i4.

Australia’s EV market is becoming increasingly competitive, particularly thanks to the arrival of several new brands from China. But, like with the 2, Polestar is positioning itself as a slightly more premium offering, and yet, the Polestar 4 has actually been priced very well.

The Sweet Spot In The Range?

Local prices start at AU$78,500 (US$50,800), before on-road costs, or roughly AU$85,000 (US$55,000) with all fees paid. Perhaps the Polestar’s most obvious rival is the Kia EV6, as it best matches the sedan/SUV shape of the 4. It starts at AU$72,590 (US$47,000) before fees for the cheapest version and AU$79,590 (US$51,500) for the EV6 GT-Line RWD. However, the pre-facelift EV6 only has a 77.4 kWh battery, compared to the 100 kWh pack of the Polestar 4, and has a peak range of 528 km (328 miles), compared to the Polestar’s 620 km (385 miles).

We drove the Polestar 4 in Long Range Single Motor guise. It was also optioned with the AU$8,000 (US$5,200) Plus Pack, which is a must. This adds a thumping Harmon Kardon audio system, a 14-7-inch head-up display, a mesh material across the interior, pixel LED headlights, auto-dimming mirrors, and a touchscreen display for rear-seat passengers. It also adds 12-way adjustable front seats, power reclining rear seats, 3-zone climate control, a heated steering wheel, and support for 22 kW AC home charges.

While the Long Range Single Motor is the base model, it doesn’t feel like it.

Positioned between the rear wheels is a single electric motor delivering 272 hp (200 kW) and 253 lb-ft (343 Nm) of torque. This motor receives its juice from a 400-volt ,100 kWh lithium-ion battery pack, can hit 100 km/h (62 mph) in 7.1 seconds and tops out at 200 km/h (124 mph). Polestar also sells the 4 in Long Range Dual Motor guise, which adds a 200 kW motor to the front axle, resulting in a combined 400 kW (544 hp) and 506 lb-ft (686 Nm). However, the single motor version is probably the sweet spot in the line-up.

Photos Brad Anderson/Carscoops

A Gorgeous Cabin – But Is It Too Minimalist?

The fit and finish of the Polestar 4’s cabin is superb. Not only is it way ahead of any Kia, Hyundai, or Tesla, but it feels more premium than even the BMW i4’s.

A 15.4-inch infotainment screen screams for your attention – but more on that later. The thing that immediately stands out is the quality of the materials used. The light grey MicroTech faux leather featured on our tester was plush and joined by equally soft and supple black leather. There’s hardly any hard black plastic in sight, and not even the lower extremities of the tunnel are plastic, but rather trimmed in soft carpet. Polestar also offers a Nappa leather upgrade to take things to the next level.

After you’re finished admiring the materials, the incredibly minimalist design becomes apparent. Polestar has clearly taken a leaf out of Tesla’s playbook on this one, eliminating virtually every button and switch and moving most controls to the touchscreen. While I can appreciate this decision from a design standpoint, it’s not the most practical solution.

Like in a a Tesla, you’ll need to enter the touchscreen to adjust the steering wheel and wing mirrors, when normal buttons for these would work perfectly well. All of the climate control settings are also done via the screen. The only physical dial used is a large volume knob sitting in the center of the console, plus Polestar has also moved to a column shifter. It’s all a little too minimalist for my liking – but to each, their own.

Read: 2026 Polestar 2 Looks The Same But Hides Major Interior Upgrade

Storage space is nothing sort of great, thanks to the large void beneath the floating center console. There’s also a sizeable area under the armrest and a large glove box, although it, too, is annoyingly operated through the touchscreen,. All Polestar 4s come equipped with sports seats that offer good support and are, at he same time, supremely comfortable. However, it would be nice if the headrests weren’t integrated into the backrests and could be adjusted independently; but that’s just me.

All Polestar 4s come standard with a sweeping panoramic glass roof and no rear window. This has been probably the major talking point of the EV since it was first revealed. I’m happy to report that after spending a few hours behind the wheel, I quickly adjusted to using the digital rearview mirror. However, I have heard complaints from people who need to wear prescription glasses.

Looking at the 4 from the outside, you could be excused for thinking the rear seats would be incredibly cramped. That’s not the case. By eliminating the rear window, Polestar has been able to extend the glass roof in line with the rear headrests. Rear space is palatial. I’m 6’2” and with the driver’s seat in my preferred position, I had four inches of legroom in the back and about half an inch of headroom to the glass. The Polestar 4’s 2,999 mm (118-inch) wheelbase is 1 mm shorter than the EV6’s, but the rear does feel bigger.

As mentioned, the Plus Pack also adds a touchscreen for the rear passengers, allowing for individual controls of the audio and climate control system. There’s a good amount of rear cargo space too, rated at 526 liters (18.5 cubic-feet) with the rear seats up and 1,536 liters (54.2 cubic-feet) with them folded down, as well as a 15-liter (0.5 cubic foot) frunk.

Photos Brad Anderson/Carscoops

Back to the infotainment system. Like in the Polestar 2, the 4’s operating system uses Android Automotive. That means it includes native support for the Play Store, allowing you to download apps like Spotify, Google Maps, and Waze. It also supports wireless Apple CarPlay, but curiously, doesn’t support Android Auto from your phone. As such, diehard Android Auto users will need to get used to using the native system, which operates much like an Android-powered tablet.

The display is bright, crisp, and responsive. Polestar has also done a good job making the settings easy to understand and access, creating large tiles for individual settings that can be triggered on and off, making them easy to play with while on the move. As mentioned, all the climate settings are housed in the screen, too, but I quickly got used to them.

Photos Brad Anderson/Carscoops

Is This The EV To Buy?

I had a revelation while testing the Polestar 4. For the first time, I could actually picture myself using an EV as my daily driver, and it made the Genesis GV70 I also had in my garage at the same time feel a bit archaic by comparison.

The 4 has also been well insulated, and while it doesn’t have double-pane glass, the windows are thicker than most cars. It blocks out almost all external noise at highway speeds, making it a serene place to spend time in.

There’s plenty of poke, too. While we only tested the rear-wheel drive model, it offers enough grunt, and that instantaneous response you’d expect from an EV. Performance-hungry enthusiasts would be well-advised to go for the dual motor, but for most buyers, this one should suffice. Its 0-60 mph (0-96 km/h) time of 7.1 seconds is on the slower side, especially when you consider that the Tesla Model Y RWD does it in just 5.4 seconds, albeit with a one-foot rollout, but still, it’s more than a second quicker.

On the other hand, Polestar has done a good job tuning the car’s ride. Single-motor variants have passive dampers, whereas the Dual Motor has adaptive suspension. Nevertheless, the former still rides well, although it does veer towards the firm side of comfortable. In an ideal world, I’d like it to be a little softer.

While the Polestar 4 is perhaps best suited to crunching highway miles, it also handles well, too. Like other Polestars (and Volvos), the steering has been well calibrated and offers three different settings for the weight and feel. However, like so many other electric steering systems, it’s often hard to know what the front wheels are doing, though it is admittedly quick and direct.

Weirdly, there are no selectable driving modes for this version of the Polestar 4, which is a shame. Three different settings for the brake regeneration can be selected, although these changes are made via the touchscreen. The Hyundai/Kia solution of adjusting brake regen through paddle shifters is a better one for on-the-fly changes.

As mentioned, the Polestar 4 has a 400-volt electrical architecture, whereas many rivals have 800-volt systems and, therefore, support faster charging speeds. Nevertheless, the 4 can charge at up to 200 kW, which is good for a 400-volt car, allowing the battery to be topped up from 10-80% in 30 minutes. Which is more than acceptable, but not really great.

Efficiency is good, but not great. In part due to the fact that this version of the Polestar 4 weighs a hefty 2,230 kg (4,916 lbs), we averaged 17.1 kWh/100 km during our time with it, whereas Model Ys can average in the 14 kWh/100 km range. Thankfully, the sizeable battery pack does mean hitting 600 km (373 miles) on a charge is achievable, which should be more than enough for most occasions.

Photos Brad Anderson/Carscoops

Verdict

The Polestar 4 is one of the most well-rounded EVs I’ve driven recently. While some people have criticized its looks, everyone I’ve talked to has been impressed by the cabin. It’s the kind of interior you’d expect in a car with a price tag well into six figures, and the smooth, polished driving experience only adds to the appeal. It’s a noticeable upgrade over the Polestar 2 and definitely deserves a spot on the short list for anyone in the market for an EV.

Photos Brad Anderson/Carscoops