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TRIED & TESTED
Polestar 4
With its third model, Polestar is combining modern trends with some unconventional design choices. By John Challen
TRIED & TESTED
Polestar 4
With its third model, Polestar is combining modern trends with some unconventional design choices. By John Challen
The arrival of the Polestar 3 was eagerly awaited and – in the end – overdue (to an extent, because of situations outside of the company’s control). As such, the debut of the Polestar 4 – an SUV, but in a coupé form, with the likes of Audi’s Q6 e-tron in its sights – had much less fanfare around it. Maybe because it was seen by some as similar to the existing Polestar 2 (it’s not, really) or that it was another seemingly niche model for the brand. But now it’s here, there is plenty to unpack about how Polestar is daring to be different.
First off, it’s the fastest Polestar to date – and has the lowest carbon footprint of the three existing models.
Available in single (272hp) or dual motor (544hp) configurations, it delivers a zero to 62mph time in 7.1 seconds or 3.8 seconds respectively and both cars top out at 124mph. The long-range dual motor model offers fewer miles (theoretical range is 367 miles), but not by much (the single motor model can potentially cover 385 miles).
The battery technology remains the same in both models: a 400V, 94kWh pack that comprises 110 prismatic cells. Polestar 4 is capable of charging at up to 200kW, with a 30-minute wait for the battery to reach 80% from 10%. Using AC means, the maximum charging capacity is 22kW.
The arrival of the Polestar 3 was eagerly awaited and – in the end – overdue (to an extent, because of situations outside of the company’s control). As such, the debut of the Polestar 4 – an SUV, but in a coupé form, with the likes of Audi’s Q6 e-tron in its sights – had much less fanfare around it. Maybe because it was seen by some as similar to the existing Polestar 2 (it’s not, really) or that it was another seemingly niche model for the brand. But now it’s here, there is plenty to unpack about how Polestar is daring to be different.
First off, it’s the fastest Polestar to date – and has the lowest carbon footprint of the three existing models. Available in single (272hp) or dual motor (544hp) configurations, it delivers a zero to 62mph time in 7.1 seconds or 3.8 seconds respectively and both cars top out at 124mph. The long-range dual motor model offers fewer miles (theoretical range is 367 miles), but not by much (the single motor model can potentially cover 385 miles).
The battery technology remains the same in both models: a 400V, 94kWh pack that comprises 110 prismatic cells. Polestar 4 is capable of charging at up to 200kW, with a 30-minute wait for the battery to reach 80% from 10%. Using AC means, the maximum charging capacity is 22kW.
Rather awkwardly for some, the Polestar 4 is positioned in-between the 2 and the 3 when it comes to interior space and price. However, the company doesn’t seem to think this numerical quirk will be an issue, given the performance proposition. Something else it doesn’t think will hamper the car’s popularity is the fact that Polestar has done away with the rear window, instead having a raked rear panel. The subsequent lack of light is offset by a huge panoramic roof, which also brings a sense of extra interior space to the cabin. As a result of the window replacement, the idea of a rear-view mirror is redundant, so Polestar has deployed camera technology instead. The output from the HD rear view camera works with a screen on the traditional-looking rear mirror, which tilts and moves in the same way any ‘normal’ component does. The result is an image that is arguably much clearer than a standard mirror, but also a screen that does take some getting used to. We found our eyes took a bit of time to refocus when moving them from the road to the screen or vice versa. Polestar assures that the benefits outweigh the negatives, however.
Elsewhere inside, Polestar being Polestar has combined high-quality materials with a nod to sustainability.
The 4 has what the manufacturer is calling a “fashion-inspired interior”, featuring a 3D knit textile option that was specifically developed for the car. The cabin also features recycled materials that help reduce the carbon impact. Coming back to that claim about it being the lowest carbon footprint Polestar, the 4 is produced in a factory that uses 100% renewable energy.
There is a minimalistic feel to the interior, but not to the same lengths that stablemate Volvo has gone to – only the addition of a head-up display helps things here. The vast majority of controls are carried out via the large central 15.4-inch screen, with steering wheel inputs enabling drivers to adjust the position of the side mirrors and steering wheel. It’s a trend that is growing – Polestar arguing that these adjustments will not be made often, so controlling them via a somewhat unconventional way is not an issue. Elsewhere within the screen, the menu function is clear and relatively easy to navigate. There’s a lot of personalisation available, which is a good thing, but drivers should find the Google-friendly system easy enough to navigate.
Rather awkwardly for some, the Polestar 4 is positioned in-between the 2 and the 3 when it comes to interior space and price. However, the company doesn’t seem to think this numerical quirk will be an issue, given the performance proposition. Something else it doesn’t think will hamper the car’s popularity is the fact that Polestar has done away with the rear window, instead having a raked rear panel. The subsequent lack of light is offset by a huge panoramic roof, which also brings a sense of extra interior space to the cabin. As a result of the window replacement, the idea of a rear-view mirror is redundant, so Polestar has deployed camera technology instead. The output from the HD rear view camera works with a screen on the traditional-looking rear mirror, which tilts and moves in the same way any ‘normal’ component does. The result is an image that is arguably much clearer than a standard mirror, but also a screen that does take some getting used to. We found our eyes took a bit of time to refocus when moving them from the road to the screen or vice versa. Polestar assures that the benefits outweigh the negatives, however.
Elsewhere inside, Polestar being Polestar has combined high-quality materials with a nod to sustainability. The 4 has what the manufacturer is calling a “fashion-inspired interior”, featuring a 3D knit textile option that was specifically developed for the car. The cabin also features recycled materials that help reduce the carbon impact. Coming back to that claim about it being the lowest carbon footprint Polestar, the 4 is produced in a factory that uses 100% renewable energy.
There is a minimalistic feel to the interior, but not to the same lengths that stablemate Volvo has gone to – only the addition of a head-up display helps things here. The vast majority of controls are carried out via the large central 15.4-inch screen, with steering wheel inputs enabling drivers to adjust the position of the side mirrors and steering wheel. It’s a trend that is growing – Polestar arguing that these adjustments will not be made often, so controlling them via a somewhat unconventional way is not an issue. Elsewhere within the screen, the menu function is clear and relatively easy to navigate. There’s a lot of personalisation available, which is a good thing, but drivers should find the Google-friendly system easy enough to navigate.
Which model is right for you?
When it comes to the choice of Polestar 4, the main model differentiators are the motor configuration, because the base spec is generous in terms of standard equipment. The standard pack (Plus) features Harman Kardon stereo, head-up display, LED headlights, auto dimming exterior mirrors, 12-way adjustable seats, power reclining rear seats and three-zone climate control.
There’s a £6,000 walk from the single- to dual-motor setup and then additional costs are placed on different packs that drivers would want.
First up is the performance pack (only available on the dual motor version), a £4,000 option that adds 22-inch wheels, chassis tuning, Brembo brakes and ‘Swedish gold’ seat belts. The pro pack is a slimmed-down version of the performance one, with 21-inch wheels instead of 22s and no chassis tuning
Meanwhile, the pilot pack adds £1,300 and provides pilot assist and lane change assist.
EXPERIENCE
Polestar 4
VERDICT
Overall, the Polestar 4 is an attractive proposition, in almost every respect. It dares to be different – in a number of ways and for a variety of reasons – and those gambles largely pay off. The performance is impressive – and drivers will no doubt thrill at the acceleration in the dual-motor setup (plus the single version is no slouch), however areas to maximise that performance are few and far between and we found other models are probably more engaging as a ‘driver’s car’. All the attributes are there – and impressive – but it just left us wanting a little bit more.
The interior is very welcoming, with an air of luxury and a quality feel to it. The controls are something that some people might have to get used to. Speaking of which, the rear-view vision setup proved divisive within the group. Personally, we quite liked the clear view, but it is quite a bit of a departure from the conventional.
All in all, Polestar has a very promising package on its hands with the 4 and, with the 3 arriving at the same time and other models in the pipeline for 2025 and beyond, the future is certainly bright for the brand.
