Polestar 4 Review

Introduction

The Polestar 2 has dominated the Swedish manufacturer’s automotive offering for ages. But now the floodgates are opening.

The Polestar 3 is finally here - a mid-size luxury SUV crossover that combines the practicality of a larger vehicle with sportier characteristics. And now hot on its heels is the Polestar 4 – with the even sportier Polestar 5 GT car coming soon and an even sportier Polestar 6 supercar to follow in 2026.

In terms of size, the Polestar 4 sits - somewhat unintuitively - between the 2 and 3 in Polestar’s line-up. It looks in part like a large hatchback but with a sporty sloping roof towards the rear.

As such, it has coupe characteristics familiar to anyone who has seen the Audi Q4 Sportback e-tron, although it’s more comparable in size to the Audi Q6 e-tron.

A notable quirk of the Polestar 4’s rear design also exists, which we'll discuss shortly.

At A Glance

The Polestar 4 looks remarkable, almost like a supercar SUV.

It is quite low for an SUV, seemingly wanting the best of both worlds, with an imposing stance while retaining a low roof.

The front has a menacing presence. A large crease separates the edge of the bonnet and front end, splitting the headlight arrangement on each side.

Lower down, the trapezoid-shaped bodywork reveals a grille, while there’s a front splitter and plenty of cladding, which you’d expect on an SUV.

Around the sides, there’s an aggressive crease and indentation, revealing much thicker cladding. The shoulders bulge out towards the rear, as you’d expect from a manufacturer part-owned by Volvo.

The back looks equally unique and commanding. A lengthy, thick lightbar runs across the tailgate, while more cladding covers the rear bumper.

But the headline-grabber is the complete lack of a rear windscreen, which Polestar says enables the roofline slope to begin further back, avoiding compromising rear-seat headroom and allowing for a more aerodynamically efficient shape.

We will cover the solutions to mitigate the lack of the window later.

Overall, it’s a rather odd but really striking design that’s likeable for its menace and athleticism. Although we’re unconvinced by the benefits of the absent rear window, it looks good from some angles.

Key Features

Two versions of the Polestar 4 are offered – single and dual motor versions.

The single motor produces 271PS and offers rear-wheel drive, while the dual motor version outputs 544PS in an all-wheel drive configuration.

Like the Polestar 2 and 3, a Performance Pack is available as an optional extra. However, unlike its siblings, it doesn't offer a power increase, so Polestar doesn't consider it a separate model.

There are no trim levels, and both versions of the Polestar get the same standard specs. That includes 20-inch alloys, a 15.4-inch Google-derived infotainment touchscreen with Apple CarPlay, DAB+ radio, voice control, a 10.2-inch digital driver display, a 360-degree surround view camera, and dual-zone climate control.

You also get keyless entry, a wireless phone charger, LED headlights, rain-sensing wipers, electrically adjustable heated front memory seats, and a powered tailgate with a soft-close function.

For the time being, Polestar is including the optional extra Plus Pack as standard.

This comprises a Harman Kardon premium sound system, enhanced electric front seat adjustment, heated rear seats and steering wheel, a 14.7-inch head-up display, a 5.7-inch rear control and entertainment screen, and three-zone climate control.

The pack also includes Zinc décor, an air quality sensor and filter, pixel LED headlights with adaptive high beam, a foot-sensor-operated tailgate, and auto-dimming exterior mirrors. Furthermore, it increases the onboard charging speed to 22kW from the standard 11kW.

Our test car also includes the Pilot Pack, providing additional safety enhancements, which we'll cover later.

Range & Batteries 

Both models of the Polestar 4 have a 100kWh battery (94kWh usable).

The claimed range is 385 miles in the single motor, dropping slightly to 367 miles in the dual motor.

You won’t achieve these figures in practice; generally speaking, anything above about 70 per cent of the claimed figure is likely.

Performance & Drive

The single-motor version we’re testing can do 0-62mph in 7.1 seconds - perfectly adequate for anyone wanting an SUV of any size.

If you’re a thrill-seeker, though, you may want more – in which case, the dual motor version offers more poke and a 60 per cent reduction in the 0-60mph time, which lowers to just 3.8 seconds. Frankly, that’s overkill in a car like this, especially as it also adds to the cost of leasing the vehicle.

Our single motor is no slouch, though. It offers an instant burst of torque and makes quick progress. Indeed, we think its performance is more than satisfactory. Why? Well, firstly, it’s light – perhaps unsurprisingly, given it only has one motor. Secondly, the car's rear-wheel drive setup suits it, giving it versatility around faster corners, while the all-wheel drive dual motor will favour grip, stability, and rigidity around bends.

So, if you’re the type to spend the extra money leasing the dual motor for its superior performance, you’re likely the sort of person who would prefer the single motor's additional nimbleness.

When it comes to ride comfort, however, the dual motor will win. Unlike our single-motor test car, the dual motor has adaptive suspension, which means it will automatically adjust its level of absorption to suit ride comfort.

The ride isn't helped by the car’s large alloys - 20-inch wheels are standard on both models, with 21-inch wheels available as an option (which is what our test car had). The Performance Pack mandates the use of 22-inch wheels. Even so, the single motor is not uncomfortable.

Regenerative braking is smooth and predictable. Plus, if you're braking at high speed, you'll likely be applying more force to the pedal, in which case it's fine. At lower speeds around town, though, pressing the brake pedal delicately is trickier to judge.

You can do one-pedal driving, enabled by setting the regen braking to maximum. This means the anchors come on as soon as you take your foot off the accelerator. This can sometimes feel quite harsh in terms of its deceleration, although it’s not difficult to get used to.

Charging

The Polestar 4 can charge at a maximum rate of 200kW.

Nowadays, there are plenty of rivals that can charge more quickly, although outside of Tesla’s exclusive Supercharger network, few public charging points support 200kW, let alone anything faster.

If you can find one, a 10-80 per cent charge takes just 30 minutes, while a 0-100 per cent top-up takes around 11 hours with an 11kW home wall box, although most wall boxes only support speeds of 7.0-7.4kW.

The Plus Pack, included as standard for now, upgrades the home charging top speed to 22kW.

Running Costs & Emissions

There are no miles-per-gallon figures or CO2 emissions to worry about – and the cost of charging will be minimal compared with filling the 4 up with fuel.

Being an electric car, the Polestar 4 sits in the bottom band for Benefit In Kind tax, giving it wide appeal as a company car. Road tax is free for now, although you'll be charged from April 2025.

As it is brand new, its reliability is unknown, but the Polestar 2 hasn’t done too badly. Also, the Polestar’s got plenty of Volvo in it – and the long-established Swedish brand has a decent reputation compared with other premium rivals. However, it still lags behind the likes of South Korea’s Kia and Hyundai.

Interior & Technology

As with other Polestars, the 4’s interior looks lovely, but as we've become used to, there aren't many buttons and switches.

Minimalism is the order of the day, with smooth, blank, decluttered surfaces and a cabin dominated by a huge infotainment screen. Nearly everything is controlled through it, although it’s fantastic to use. Google designed the unit, and it runs on an Android operating system. It is responsive, straightforward, and uncomplicated.

Even better, it means the SatNav is based around Google Maps, so those who prefer it don’t need to pair their smartphones to the tablet. As a result, Android Auto isn’t included as it’s not needed, although Apple CarPlay is.

Parent company Volvo also uses Google-derived systems. Unlike every Google infotainment package we've seen, this is the first with a landscape screen, which we think is easier to use on the move.

On most of the menus, there are large icons that are easy to hit. Although some individual settings can be small, it's a lovely system to use - and you can customise the shortcut buttons, which is a huge plus.

The downside is that the climate control and air vents must be operated via the screen.

Adjusting the temperature is fairly easy, at least, but it'd be easier still if Polestar had just included a physical button here and there.

The digital driver display sits behind the steering wheel and looks equally lovely and informative.

While the infotainment screen takes centre stage, it’s worth admiring all the other bits of the cabin.

The materials inside, including knitted fabric seats, are sustainably sourced, and there are plenty of soft-to-the-touch surfaces. The centre console rises from the central armrest to just beneath the infotainment system, adding a suitably premium feel to the cabin. The flat-bottomed steering wheel looks sporty, with silver spokes and a line marking the top of the wheel.

The Polestar 4 has a lovely interior, which will impress those who might otherwise opt for German premium marques.

Practicality & Boot Space

Finding a comfortable driving position is done via a few buttons on the side of the front seats, which electronically slide them into the right place. Once you've done that, you can save your settings via the touchscreen.

The seats are comfy, offering lots of support to your back and holding you steady around faster bends.

Forward visibility is good thanks to thin window pillars, so seeing out of the front at road junctions isn’t a problem.

However, the lack of a rear windscreen is a puzzler. No, it’s not a commercial van – this really is a car without a back window – and we were as surprised as anyone when we found out.

This makes it challenging to look over your shoulder, and while you have rear-side windows, unlike most vans, the workaround - displaying a camera feed on the rear-view mirror - isn't a perfect solution. You can’t glance at it from a different angle to adjust your view like you can with a conventional mirror.

As a result, we don’t like it - and we don't really understand Polestar's justification for having it in the first place, given that plenty of manufacturers have achieved the requisite shape of this type of car without such drastic sacrifices.

As for space, despite the car's low stance for an SUV, there's lots of headroom and legroom. The cabin is wide enough to separate you from a front-seat passenger, ensuring sufficient shoulder room.

The rising centre console will cocoon both front seat occupants, but this creates a more cockpit-like feel that suits the 4’s sportier claims.

Things are even better in the back, where legroom is again plentiful.

Admittedly, you can see the logic in Polestar’s decision to omit the rear windscreen, given this limits the sloping roofline above the rear passenger’s heads, although we still don’t like it.

Nevertheless, there’s a civilised amount of headroom, and only the tallest rear-seat passengers will feel shortchanged. The seats can be reclined backwards, which may mitigate the issue for those with lankier legs.

Five hundred and twenty-six litres of boot space is offered, roughly on par with other cars in this class. With the rear seats folded forward in a 60:40 split, it balloons to 1,536 litres. This is less convenient than the 40:20:40 configuration found on some foes and the Polestar 3 SUV.

The boot is very accessible, maximising the available space, while a so-called ‘frunk’ lives underneath the bonnet, offering an additional 15 litres of storage.

Safety

The Polestar 4 is yet to be crash-tested by safety boffins at Euro NCAP.

Only the Polestar 2 has ever been tested, but it scored five stars in 2021, with 93 per cent for adults, 89 per cent for children, and 83 per cent for safety assists.

In addition, Polestar is, as we’ve said, part-owned by Volvo – a brand known for its safety. In fact, no Volvo has ever failed to score five stars since Euro NCAP introduced overall ratings in 2009.

The safety kit on the Polestar 4 is extensive. It includes automatic emergency braking, regenerative stability control, direct traction control, adaptive cruise control, intelligent speed assist with speed limit information and warnings, plus advanced collision avoidance and mitigation.

Forward collision warning, lane keeping aid, lane departure warning, oncoming lane mitigation, and driver alert control are also included, along with rear collision warning and mitigation, cross traffic alert, as well as brake support and post-impact braking.

Not only that, you’ll also get blind spot information with steer assist, road sign information, and tyre pressure monitoring.

That is some list, and adding the Pilot Pack adds pilot assistance and lane change assistance, too.

Options

The standard colour of the Polestar 4 is magnesium light grey.

The other hues offered for an additional fee are white, medium grey, dark grey, black, and gold.

There is a series of add-on packs, too.

We covered the Plus and Pilot Packs earlier. For now, the former is included as standard on the Polestar 4, while our test car is also fitted with the Pilot Pack.

The Plus Pack is required for a Nappa leather upholstery upgrade, which also incorporates four additional speakers and front seat ventilation.

The Pro pack upgrades the car to 21-inch alloys and adds a gold stripe to the Polestar’s seatbelts.

Finally, the Performance Pack upgrades the Polestar 4 to 22-inch alloys, adds chassis tuning, Brembo brakes with gold callipers and tyre valve caps, gold seatbelts, and suspension upgrades.

Accessories comprise a retractable tow bar, mud flaps, roof rack, floor mats, sunshade, and even a tissue holder.

Rival Cars

If you’re considering alternatives to the Polestar 4, then the Audi Q6 e-tron, BMW iX3, Mercedes-Benz EQC and Porsche Macan are the main competitors.

Of course, there’s always Tesla, with the Model Y being the closest equivalent challenger.

Volkswagen offers the ID Buzz, while Kia’s superb EV6 GT might tempt you away from the premium makes.

Although the Polestar 4 seems expensive, it’s competitively priced when compared with many rival electric models.

Verdict & Next Steps

The Polestar 4 offers menacing looks, decent practicality and great performance.

It has a lovely interior, and the Google-derived infotainment system is among the best on the market.

The Long-Range Dual Motor version offers the best of both worlds, with superb straight-line speed. But, if anything, it's excessive – and the single motor version we tested offers better value for money, especially as it has superior handling.

However, the lack of a rear window will surely be enough to put some people off – we don’t like it, and it still feels like a gimmick, despite Polestar insisting otherwise.

Yes, vans and lorries have to endure the same, and yes, you will probably get used to the camera feed on the rear-view mirror in time, but it feels like a solution to a problem that didn’t need to exist in the first place.

If you can live with that, though, it’s an excellent car which ticks many boxes.

Where to next?

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**Score based on Select’s unique meta score analysis, taking into account the UK’s top leading independent car website reviews of the Polestar 4.

**Correct as of 06/11/2024. Based on 9 months initial payment, 5,000 miles annually, over a 48 month lease. Initial payment equivalent to 9 monthly payments, or £4,751.91 (Plus admin fee) Ts and Cs apply. Credit is subject to status.