The mid-range and high-end Polestar 4 coupe SUV is a sedan alternative to the Polestar 2 sedan with its class-leading technology and windowless design, and is available at a hefty price
Something we loved
- The interior space is excellent
- Sophisticated and intuitive technology
- Rapid acceleration
Not so much
- The rear-drive state is better
- Options may inflate their price significantly
- Range requirements are hard to match
As our world becomes more divided, so does the electric car line-up of Polestar, Volvo's premium sporty arm.
Each new Polestar model introduces a new sequential number, and while this digital nameplate strategy may make it relatively easy to order parts or chronology of vehicles, it's not that simple in the real world.
Following the Polestar 1 (a rare, expensive, high-performance coupe), 2 (mid-size electric hatchback) and 3 (large premium SUV), there are 4 (mid-to-high-end coupe SUVs), the upcoming 5 (an expensive, performance-focused four-door GT) and the potential 6 (a 2+2 performance cabriolet based on a shortened version of the 5 aluminum platform that shares an 800-volt architecture).
However, of these undoubtedly attractive models, only the five-year-old Polestar 2 (which has just been updated for the MY25) and the all-new 4 (which is being tested here in early production form) have been able to generate significant sales for the struggling Swedish EV brand.
Struggling? How so? Back in early 2022, CEO Thomas Ingenlath (who designed the Polestar 2 and was former SVP of Volvo Design) expressed the desire for the brand to sell 290,000 cars a year by 2025. But since the Polestar 3 and 4 have only recently gone on sale internationally, actual sales last year were 54,600 units, and sales are expected to reach 155,000-165,000 units in 2024.
The vast majority of this is due to the crisp rendering of the Polestar 4. The Polestar 4 is powered by the relatively new Geely-developed "SEA1" custom EV platform and reaches a length of 4840mm (234mm longer than the Polestar 2!). ), the width is 2008 mm, the height is 1534 mm, and the wheelbase reaches 2999 mm.
The track is also quite wide – 1703mm at the front and 1716mm at the rear – giving the Polestar 4 its unique proportions and boxy stance.
The Polestar 4 is longer, lower, and wider than the high-end SUVs that the Swedes expect from its competitors, including the BMW iX3 and Porsche Macan E – which lays a solid foundation for its sporty, technological, and undoubtedly fancy-minded aspirations.
The rear-wheel drive 4-cylinder engine is available in Australia in two variants (long-range single-motor and long-range dual-motor, with the latter available in the Performance Package) for a suggested retail price of $81,500 ($10,100 more than the Polestar 2 counterpart), although the Gold All-WD Performance Pack and Plus ($8,000) in Bridge of Weir zinc Nappa leather we tested in Spain drove off at a slightly unsettling $134,500.
Is the 2024 Polestar 4 worth my attention?
For this money, you can get an electric car that is designed in Sweden, made in China, very fast, and tailor-made.
With a 0-100 km/h acceleration time of 3.8 seconds, the dual-motor 4 is also the fastest Polestar to date, so its performance certainly lives up to its price.
From a design point of view, there is a lot to appreciate about this car. The short-nosed, grilleless front is relatively bland, but the rest of the 4's shape (with a Cd of 0.26) is quite unique - especially its shell-shaped, windowless rear.
There's no longer a need to install tailgate windows (replaced by a Gentex rear camera system with digital mirrors), which means designers can move the top point of the roofline back to create a casual, club-like space on the rear seats that feels both private and like a limousine.
From the rear, the Polestar 4's short overhang completely obscures its overall size and manages to distinguish it from the tourer-like Polestar 3 and fastback Polestar 2.
With no glass and a wide boot under the rear tailgate, it has a unique look - it can hold 526 litres of cargo, 3 litres more than the Polestar 42.
Frameless door glass is also a feature – as is any model with a "coupe" in the title – as well as retractable door handles, and even the base 4 comes with 20-inch alloy wheels. Our Performance Pack test car is equipped with very beautiful 22-inch wheels with 265/40R22 Pirelli P Zero tyres – a wheel design that also made its debut on the flagship 2025 Polestar 2.
So what's going on inside?
However, it's the interior of the Polestar 4 that really shines bright. Its general layout has the style of a Tesla Model 3, but the execution is warmer, more elegant, and upscale.
The 4 was the first Polestar to introduce a huge landscape centre screen that could operate almost all functions, including the orientation of the vents (which is far from as simple as it sounds).
While it takes some time to set up shortcuts and favorites, once all is done, the overall functionality is superior to the Volvo-derived portrait settings in the Polestar 3.
The 4's multimedia touchscreen is simpler, faster and more intuitive, but its top-of-the-line 16-speaker Harman Kardon sound setup can't match the superior sound of the 25-speaker B&W system in the pricier Polestar 3.
It presents a more minimalist environment than the 3, but retains the material qualities of the pricier Polestar, including the available Bridge of Weir Nappa leather, as well as three other elegant interior types, including the Tailored Knit, which is made from 100% recycled PET bottles.
The standard equipment is an all-glass roof that extends behind the heads of rear passengers, and the high-definition rearview screen can also display real-time information, which is very wide, although it will take some time to get used to.
However, it works particularly well in tunnels – just as a glass roof transmits heat and glare into the cabin in direct sunlight, and in Australia, especially in summer, electrochromic functionality (switching between transparent and opaque) is required.
Cabin details are also interesting, including recessed ambient lighting that radiates from all the trim inserts on the dashboard and doors, which makes the spacious rear seat area feel a bit like a nightclub in the dark.
In the rear, passengers can enjoy deep seat cushions, adjustable backrest recline, and plenty of leg- and footroom (provided the front seats are supportive enough not to get stuck completely backwards), as well as views around the tombstone-shaped front seats, which makes this essentially a mid-to-high-end SUV (in a sense) feel like a luxury sedan.
Where does the Polestar 4 come from?
By pressing the right pedal of the dual motors for a long distance, the impression of a luxury sedan will quickly transform into the feel of a sports car.
The top-of-the-line Polestar 4 accelerates to 100 km/h in 3.8 seconds, almost a second faster than the flagship Polestar 3, which is a more powerful electric vehicle but also carries around 300 kilograms of extra weight.
The 400-volt electrical structure consists of 100kWh NMC batteries in single- and dual-motor versions, enabling up to 200kW DC charging capacity with a charging time of 30 minutes and a charging capacity of 10-80%.
According to Polestar, the 200kW/343Nm long-range single motor delivers a WLTP range of up to 620km (and acceleration from 0-100km/h in 7.1 seconds), while the dual AWD motors with double output (400kW/686Nm) deliver up to 590km of WLTP range.
In our passionate tests of the Madrid city area and the mountains surrounding this beautiful Spanish city, the Polestar 4 Long Range Performance Pack AWD consumes an average of 22.4kWh/100km, with a range of 420km with a 94kWh battery.
How does it drive?
This energy consumption figure may not fully reflect the performance of the Polestar 4 Performance Package in Australia, and the same is true for the car's dynamics.
First of all, the mountain roads in Spain are in good condition, with (mostly) wide roads and moderate corners...... This is different from Australia, except for the major highways and urban tunnels in our east.
Secondly, the early-production Polestar 4s we test-drove at the international launch didn't quite come with the full European suspension specs (which is what we'll get in Australia). Instead, the AWD Performance Pack model we test-drove was equipped with adaptive shock absorbers and suspension top brackets for the Chinese market, combined with European tires and software – something we only learned about after test driving the car.
"The difference between the rear roof bracket and the shock absorber valving makes the car respond more easily, which is what is expected in comfort-conscious markets like China," says Polestar.
During driving, you may feel the difference between the long-range dual-motor performance package and the long-range single-motor – a slight movement of the initial steering wheel results in a less precise steering feel in the straight position.
The rear suspension bracket plays an important role in influencing the steering feel...... As a result, your experience in this area may not match what you would expect from our performance pack model. ”
Indeed, while the performance package does a good job in cornering (where the 50:50 weight distribution helps maintain neutrality), its overall driving feel is relatively sluggish and doesn't have any adjustability.
Its ride quality – while well-controlled and quiet on flat tarmac – completely crumbles on rough sections and feels bumpy. This is in standard mode. A brief experience with adaptive damping in a flexible and sturdy setup almost requires a belt.
That being said, we managed to squeeze in time for lunch to try out the rear-wheel drive long-distance monomotor with 255/45R21 Michelin Pilot Sport tires, and it felt noticeably different.
With full EU suspension and software specs, it offers sharper steering, a smoother ride (with fixed-rate shock absorbers!). ), a degree of adjustability and handling nuances (undoubtedly thanks to its 48:52 weight distribution) and a more satisfying dynamic experience.
All those who drive the rear-wheel drive Polestar 4 prefer it to a fancy performance package, and even its no-frills acceleration feels more than enough and totally pleasant.
Considering its standard adaptive damping and harsh brake package with Brembo four-piston front calipers and huge ventilated discs at both ends, a well-configured performance package has a good chance of being the best choice for the range. However, much like the reconfigured Polestar 2, the entry-level rear-wheel drive car may prove to be the more attractive, appealing and definitely more affordable option.
Is it worth waiting for the 2024 Polestar 4?
There's no doubt that the new Polestar 4 has a great exterior design and a spacious interior.
Not only does it have the luxury and specificity of the pricier Polestar 3 sibling compared to the entry-level price, but it also saves more than $50,000 in costs.
However, based on our first impressions, the driving experience of this electric car is not refined and refined compared to the larger, tourer-like Polestar 3.
It doesn't have the ride isolation or refinement of that car, and while the performance package model we're driving isn't representative of the production version we'll see, I think the base rear-wheel drive Polestar 4 would be the best buy, with the smallest wheels and no all the glamorous trims available to make it skyrocket in price – around $89,000 in NSW.
However, not everyone sees cars the way we do. If you think Swedish electric cars are style-oriented, with equipment to brag about – including the optional Luminar LiDAR autonomous driving feature in the future – then the Polestar 4 offers you a lot of potential.