Polestar 4 Review 2026: Prices, specs and verdict

What is the Polestar 4?

Polestar has worked hard to move its identity further away from its Volvo sister company, and this, the Polestar 4, is arguably the quirkiest model yet.

The naming is confusing, however. You might think the 4 is Polestar’s flagship model, but that’s the Polestar 3. The 4, which sits between the 2 and 3 in the range (still with us?), is a kind of high-riding coupe rather than a full-on SUV.

So, what’s so special about the Polestar 4? Well, you might have spotted it already: it has no back window whatsoever. Instead, high-definition cameras and sensors play the role of rear visibility.

Why? The designer wanted the 4 to have a coupe-like low roofline. But, with a huge battery pack under the car’s floor, this wasn’t achievable without ruining rear seat space. The solution? Remove the rear window. It’s either controversial or inspired depending on your view.

Does this left-field approach result in a capable car? Or is it all a bit gimmicky. Our Polestar 4 review goes through everything you need to know.

Verdict: is the Polestar 4 a good car?

There’s plenty to like about the Polestar 4 – not least it’s unusual, innovative design. We’re really impressed with the interior, both in the sheer amount of space on offer in a coupe and the combination of quality materials and slick tech. It’ll always be an acquired taste with the lack of a rear window, however, and the suspension could do with a bit more polish.

Pricing, specs & rivals

At the time of writing (January 2026) prices for the Polestar 4 kicks off at £53,750. That means it’s only a few thousand pounds more than a Polestar 2, and considerably cheaper than the bigger Polestar 3.

It also significantly undercuts the Porsche Macan Electric, but is on a par with the Genesis GV60 and a chunk more expensive than a Tesla Model Y. The much faster dual motor Polestar 4 starts from £65,750.

Polestar doesn’t offer trim levels, instead you get a few option packs to choose from along with a handful of single options.

But the base car is well equipped, including 20in alloys, LED headlights with auto high beam, electrically adjustable front seats with memory and heating functions, the full infotainment suite including a 360-degree camera and digital rear view mirror, keyless entry and wireless phone charging.

Opting for the dual motor 4 adds adaptive suspension, too. Key options include the Plus Pack which adds kit such as Pixel LED headlights, a Harmon Kardon sound system, a head-up display, power reclining rear seats, a heated steering wheel and heated rear seats, a rear touchscreen with three-zone climate control and 22kW AC charging.

There’s also the Pilot Pack, adding semi-autonomous driving functions, and the Pro Pack or Performance pack bringing various cosmetic upgrades. The latter also adds Brembo brakes and a sportier chassis tune.

Rivals

Polestar describes the 4 as a ‘coupe SUV’, but it isn’t that much taller than most electric saloons or hatchbacks. So, you might consider it alongside cars like the Porsche Macan Electric, Genesis GV60, BMW iX3, Tesla Model Y and Audi A6 e-tron.

But you might also look at more low-slung rivals such as the Tesla Model 3, BMW i4, BYD Seal and Hyundai IONIQ 6. Cheaper alternatives also include the Kia EV6, Hyundai IONIQ 5 and either the Volkswagen ID.7 or ID.5.

Polestar 4: Interior comfort, quality & technology

Let’s start with the elephant in the room: What’s life like from the driver’s seat of a car with no rear window? Well, Polestar has used lots of cameras to address the issue, giving you a 360-degree view around the car on the screen and a high-def, wide-angle rear view via a digital rear-view mirror.

It still takes plenty of getting used to, though. That’s mainly because the rear-view mirror camera, good though it is, doesn’t give you any depth perception. It means that it’s tricky to judge how far away an obstacle is when reversing, and how close another car is behind you. It does, however, perform pretty well in rainy conditions.

Get used to that, and forward visibility is decent, while there’s a wide range of adjustment in the seat and the steering wheel. However, it isn’t a commanding driving position like a proper SUV, while it’s annoying that adjusting the steering wheel and the door mirrors must be done via the touchscreen and fiddly, sometimes unresponsive touch-sensitive wheel controls.

That’s our main gripes over, however, because otherwise the Polestar 4’s interior is a lovely place to be. Its design blends Tesla-style minimalism with some nice design and material flourishes – including a tactile “3D-knit” fabric trim said to be inspired by running shoes.

Quality is lovely throughout, and a real step above the Polestar 2 and cheaper electric SUVs like the Kia EV6. And most of what you touch is either sustainable or fully recycled – even the optional Bridge of Weir leather upholstery is animal welfare-secured and ethically sourced.

Oh, and another neat touch: the ambient lighting is inspired by the planets of the solar system, and cycling through each one gives you cool celestial graphics and facts.

Infotainment, sat-nav, stereo and connectivity

Every Polestar 4 gets a smart 15.4in touchscreen infotainment system which is landscape oriented. Other Polestars (like the 2 and 3) use a slightly older design, with a smaller screen and portrait orientation.

It’s a very polished-looking system, with beautiful graphics and a responsive touchscreen. Like other Polestars the software is powered by Android Automotive OS, making it very fast and with easy-to-use, configurable menus. Our only real complaint is that the sheer size of the screen makes the furthest side of it a bit of a stretch for a driver’s hand, and some icons are a bit small.

That’s where Google Assistant voice control comes in, which works well. Similarly, Google Maps is built in as with other functions, so even though Wireless Apple CarPlay and Android Auto are standard, you might find that you don’t need them.

Alongside the main touchscreen is a widescreen 10.2in driver’s display, which displays key information in a clear, no-nonsense fashion. A head-up display is also available.

Strangely, Polestar has given you an expensive-feeling rotary dial control below the touchscreen, but all it can do is adjust the volume and pause your music. Usability would be better if it had more functions.

All Polestar 4s have wireless phone charging, but if you need to charge devices via a cable there are four USB-C ports evenly split across the front and rear.

The standard eight-speaker sound system is merely average in its audio quality. But the upgraded Harmon Kardon system features 12 speakers (including headrest speakers) and 1,320 watts for a punchy, immersive sound.

How practical is the Polestar 4?

The Polestar 4’s dimensions of 4,840mm in length, 2008mm in width (without mirrors) and 1,534mm n height give it one of the largest footprints on the road of any key rival.

It’s a bit longer and a fair chunk wider than either the Tesla Model Y or Porsche Macan Electric. Yet it’s also has a much lower roofline than both – even a Volkswagen ID.7 is slightly taller.

You might think this impacts headroom inside given the Polestar 4’s ride height. But one of the key reasons Polestar removed the rear window was to mitigate this – the car’s structural roof beam sits further back where the rear screen would be rather than over the rear passenger’s heads.

As a result, interior space in the 4 is impressive. There’s loads of head and legroom up front, and plenty of cabin width despite a nicely snug, sports car-like feel.

It’s the rear that’s most comfortable, though. Legroom is generous even for the tallest of adults, with a flat floor giving you plenty of floor area to stretch out. Headroom is good, too – particularly given the roofline – with the standard glass roof letting in plenty of light.

The rear seatbacks also electrically recline via posh-feeling buttons mounted on the centre armrest. That, combined with wraparound door trim and the cocooned feel of the backlit panel where the rear window would be, gives the back seats of the Polestar 4 an uncanny feeling of being in a business-class flight pod.

Storage and boot space

Storage in the front of the Polestar 4 is typical of a bespoke electric car. With no central tunnel to house a petrol or diesel car’s transmission, you get a large space for a handbag or larger items below the centre console.

Aside from that, there’s some under-armrest storage, some covered cupholders, a wireless charging pad that hides your phone screen, reasonable door bins and a decent glovebox. It’s a bit annoying that the latter has to be opened via a touchscreen menu rather than a simple lever.

The rear seats have much smaller door bins but they can still take medium-sized bottles. You also get some nets on the front seatbacks and a small under-armrest storage area. The rear seats split 60/40, which isn’t as practical as some EVs, but it’s still flexible.

In terms of boot space, the Polestar 4’s 526-litre load area is a good size, sitting between the slightly larger load bay of the Porsche Macan and above the Kia EV6’s. There’s a large, hatchback style opening and only a small load lip thanks to a height adjustable boot floor, while you’ll find a good amount of underfloor storage too.

On top of that you’ll find a modest 15-litre ‘frunk’ (front boot) under the bonnet. It’ll store your charging cables and a warning triangle, but not much else.

Performance & drive: What is the Polestar 4 like on the road?

There are only two choices of power output from the Polestar 4 – with a huge difference in performance between them.

Most people will be well-served by the entry-level Single Motor car. It puts 272hp through the rear wheels only for a 0-62mph time of 7.1 seconds.

That figure is some way short of any Tesla and the least powerful Porsche Macan Electric, but it’s faster than the single-motor Genesis GV60 and Kia EV6. In reality, the Single Motor Polestar delivers ample performance for everyday driving, and the smooth power delivery makes for effortless progress.

It feels like Polestar could do with a halfway house between the Single Motor model and the almost supercar-like pace of the Dual Motor 4. That pumps out double the power – 536hp to be precise – through all four wheels for a 0-62mph time of 3.8 seconds.

While it doesn’t rocket you almost uncomfortably off-the-line like a Tesla Model Y Performance, the Dual Motor grips and goes with rock-solid stability. The way it builds speed is relentless and addictive, while overtaking is an absolute doddle – particularly in Performance mode.

Whether you need or intend to use that speed regularly is another question. Most will be better off saving a chunk of money and opting for the more efficient Single Motor Polestar 4.

As for braking, the Polestar has a smooth and progressive pedal response - not something we can always say about electric cars. There are three regenerative braking modes: Off (full coasting), Low (mild regen effect) and Standard (strong regen with one-pedal driving).

We’d like another mode in between Low and Standard, while paddles on the steering wheel to adjust the settings would be better than having to delve into a touchscreen menu as you have to here.

Power, 0-62mph times

• Polestar 4 Single Motor: 272hp/ 7.1 secs
• Polestar 4 Dual Motor: 536hp/ 3.8 secs

Ride and handling

The Polestar 4 offers an agreeable all-round driving experience, but it can’t match the best premium EVs in either the ride or handling department.

Once you’re over the lack of a rear screen (more on that in the Interior section) the Polestar is a mostly easy car to drive. The main obstacle is its sheer width, which at over 2 metres without mirrors is more even than a BMW iX, let alone a Tesla Model Y.

The ride is a mixed bag. Around town, it’s mostly smooth but becomes unsettled over sharp potholes or craggy surfaces – a Porsche Macan Electric is better in this respect. Opting for the Single Motor model with its 20in wheels helps it to absorb bumps more serenely and makes it a better motorway cruiser. We’d also avoid the Performance Pack, which makes things even worse.

It’s a shame, too, that adaptive suspension is only available on the Dual Motor model. Without it, you can be jostled around in your seat a bit on faster undulating roads, but with-it body control is impressive.

While the Polestar 4 feels tied down in the corners and grips well, the steering feels too light and feel free to really give you confidence behind the wheel. In short, the 4 is competent, but it doesn’t stand out in any key area given how good many rivals are.

Noise and refinement

The Polestar 4 is a mostly refined way of travelling long distances. There’s no intrusive whine from the electric motor even under hard acceleration, while even on the larger wheel options road noise is well supressed. Having said that, you do get some wind rustle around the tops of the doors at motorway speeds – something that’s common in cars with pillarless windows.

Euro NCAP: is the Polestar 4 a safe car?

The Polestar 4 is considered extremely safe by Euro NCAP, who awarded it the maximum five-star rating in crash testing in 2025.

With an impressive 92% adult occupant protection score and 85% for child protection, putting it among the highest rated cars in its price point – although a Tesla Model 3 performs even more strongly in certain areas.

Along with seven airbags, every Polestar 4 comes equipped with the most advanced automatic emergency braking system that works in reverse as well as forwards.

There’s also driver distraction monitoring, lane assist, traffic sign recognition and post-impact braking, all managed by 12 sensors and 12 cameras around the car, along with a front radar and even an interior radar to warn you if children or pets are left inside the car.

Charging, range and running costs

Both versions of the Polestar 4 come with a substantial 100kWh lithium-ion battery pack, with a usable capacity of 94kWh. That’s very similar to the battery size of the Porsche Macan Electric.

The most efficient Long Range Single Motor model claims up to 385 miles of range in official WLTP testing. That drops to 367 miles in Long Range Dual Motor form, while opting for the Performance Pack drops this a good chunk further to 310 miles on a charge.

We’d avoid the latter as a result, unless styling and performance are your priorities. The Single Motor version is slightly behind the longest-range Macan Electric and Tesla Model Y, but the Dual Motor model compares well with the equivalents for both.

A heat pump is also standard, helping mitigate the effect of cold weather on range. It remains to be seen if Polestar will offer a cheaper ‘Standard Range’ model with a smaller battery and lower list price in future.

Range on a charge (WLTP figures)

• Polestar 4 Long Range Single Motor: 385 miles
• Polestar 4 Long Range Dual Motor: 367 miles
• Polestar 4 Performance Pack: 310 miles

A big battery needs rapid public charging speeds to minimise downtime. Luckily, all versions of the Polestar 4 manage a strong peak DC charging speed of 200kW.

That’s behind the 250kW offered by the Polestar 3, and on paper it’s also lower than cars like the Genesis GV60 and latest Tesla Model Y. However, EV Database quotes an average charge rate for the 4 of 135kW – ahead of their average figure for the Tesla.

So, despite the 4’s huge battery pack, you should see a 10-80% charge in around half an hour using the fastest available public chargers. That’s not class-leading, but it’ll be good enough for most.

The big battery means, of course, that home charging the Polestar 4 will take a while – 15 hours for a full charge to be precise.

That’s from a 7.4kW home wallbox but optioning the Plus Pack upgrades the maximum 11kW AC charging to 22kW – reducing that full time to 5 hours on a three-phase supply. Most people don’t have that at home, but it means destination charging (such as at car parks or offices) could be much quicker.

Charging speeds

(Figures from EV Database)

• 7kW charging: 15 hours  
• 11kW charging: 10hrs 15 mins
• 50kW rapid charger (10 to 80% charge): 83 mins
• 150kW+ rapid charger (10 to 80% charge): 31 mins

How much does the Polestar 4 cost to insure?

The Polestar 4 is in line with most premium electric rivals when it comes to insurance costs. The Long Range Single Motor model starts at insurance group 43 and rises to group 45 for the top spec version, while the Long Range Dual Moor starts at insurance group 48.

That’s slightly higher across the board than a BMW i4, but roughly inline with the Genesis GV60. The Polestar 4 should be cheaper to insure than any Tesla, however.