2025 Polestar 4 review: Australian first drive

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Electric Cars Guide

Polestar has quickly leapfrogged from having just one car in its showrooms, to now a whole line-up of new models inside local dealerships.

The latest one to arrive on local shores is the Polestar 4 – a new mid-sized SUV that competes against cars such as the Tesla Model Y and Kia EV5 in terms of size, but is unmistakably premium in its presentation.

Polestar’s design team has been deliberately avant-garde in its styling and packaging, moving the brand further away from its Volvo upbringing. This is a coupe-style SUV with a difference.

Even before attending the national media launch in Adelaide, we’re very keen to put this newbie up against a Tesla Model Y and let the two of these titans battle it out.

However, without getting ahead of ourselves, this is the first drive of the Polestar 4 in Long Range Dual Motor guise.

The Polestar 4 launch is an important one for the brand – an electric SUV that hits the sweet spot between affordability and luxuriousness.

It comes to Australia in a simple two-strong range – buyers get a choice of a single-motor, rear-wheel-drive variant, or a dual-motor all-wheel-drive alternative. The former can travel up to 620km, while the latter gets a 590km driving range based on European WLTP testing.

Both models come equipped with a 100kWh battery, of which 94kWh is useable. The battery can accept charge rates of 200kW from a DC fast charger and up to 22kW on an AC connection; however, that latter figure is only applicable for cars with the optional $8000 Plus pack.

While we’re talking about optional extras, the Polestar 4 comes with some pricey added extras available for buyers to pick and choose.

However, the main point is that both variants in the range – the single- and dual-motor – are effectively identically equipped in terms of equipment. The main differences between the two concern their powertrains underneath.

Price-wise, the Polestar 4 begins at $78,500 for the long-range single-motor variant and rises to $88,350 for the dual-motor AWD version, both before on-road costs.

Polestar lopped between $3000 and $4700 off the price between the initial pricing announcement and this launch, meaning even the most expensive variant falls beneath the luxury car tax threshold for electric vehicles.

It competes against the Tesla Model Y and the Hyundai Ioniq 5, which are both sharp cars in their own right.  However, these alternatives’ prices begin well below the Polestar 4’s entry point.  

As standard, the Polestar 4 comes equipped with a 15.4-inch landscape-oriented touchscreen with Google built-in and Apple CarPlay smartphone mirroring. It also gets a 10.2-inch digital cluster, eight speakers, dual-zone climate control, and a powered boot.

The Polestar 4 dual-motor variant produces a combined 400kW and 686Nm from its front and rear electric motors, enough oomph for the car to run from 0–100km/h in 3.8 seconds, according to the brand.

The single-motor car has half the power – 200kW.

Undoubtedly, the Polestar 4 cuts a distinctive figure on the road.

Up front, the Polestar 4 features a smooth front end beset by mirrored LED headlights at each edge. It still looks unmistakably Polestar with an unfussy design, though it’s evolved further away from its Volvo’s styling language.

It’s a sleek side profile with pop-out door handles and a charge port at the rear, and the roof line tapers down into the boot at the back. You can see a bit of body cladding around the side skirts to hit home that this is, in fact, an SUV.

The rear end is the contentious design point.

It is very out there – the Polestar 4 features no rear window – it’s a solid body-coloured panel that leads down to a full-width light bar.

Instead of clear glass to see out of, the Polestar 4 has a little camera at the top that displays a real-time camera feed to the rear-view mirror inside the car.

Some people will love this sleek design, others will treat this design stance with derision. Let us know your thoughts in the comments below.

Inside, Polestar’s signature minimalist interior design is on full display.

There are very few wild design details, minimal contrasting inlays, and a simplistic overall presentation. Conversely, all the basics are done just right.

With soft-touch materials aplenty and a comfortable interior ambience, the Polestar 4’s interior is a highlight in terms of presentation.

Overall, it’s unfussy, and I’m here for it.

All the materials are high-end and everything the driver touches feels premium in hand. The seats themselves are comfortable and offer good support under-thigh and around your sides, while the adjustability for the driving position is brilliant.

The steering wheel moves electrically too – however, the full seats and steering wheel adjustment package is part of the $8000 Plus Pack. Unfortunately, most of the controls to change the side mirrors, the steering wheel, and even the air-conditioning vents are placed within the infotainment screen.

This is simply too fussy to be functional. I understand the position memory aspect of the car will be able to remember where a driver sits, but, still, these adjustments should be through physical controls.

Storage space is covered off thanks to a pair of cupholders in the centre console and a decent-sized lidded compartment that houses a pair of USB-C ports. There’s a volume adjustment knob near the big screen and a wireless phone charger slot too.

On initial inspection, you might think it lacks stowage space, but underneath the flyover centre console arrangement is more tray space for wallets, phones, and even a handbag.

The second row of the interior is spacious. I wasn’t sure what to expect from the whacky styling, but this is certainly a mid-sized SUV in terms of space. I had good head room above me, my knees had plenty of space behind my own driving position, and the seats were very comfy.

But it’s not all good news in the back row – at least for me and my 194cm height.

Unfortunately, a high floor means that your knees sit awkwardly mid-air and sway about as the car moves laterally. There is also no space to slide your feet under the seat in front.

A fold-down centre armrest comes down to reveal a pair of cupholders and no real extra storage, though there are controls for the reclining backrest that tucks itself underneath the space where a rear window would go.

Amenities-wise, there are air vents and a digital control panel for adjustments, a pair of map pockets, bottle slots in the door panels, and twin USB-C ports. There are no grab handles above your head. Again though that full suite of rear seat recline, rear touchscreen, and three-zone climate control are all part of the Plus Pack.

The boot opens electrically in every Polestar 4 specification to reveal a 526-litre space. This is slightly down on similar mid-size SUVs, though not altogether unusable. Keep in mind, there is a small pocket underneath the bonnet to put extra charge cables, for example.

There’s handy space underneath the floor to put the charge cables and the rear seats fold down in a 60:40 format.

The 15.4-inch infotainment display is one of the Polestar’s most interesting attributes. I love the script and iconography Polestar uses – text looks great and is very readable on the big screen, while its functionality is easy to come to terms with.

Moving from a portrait display in Polestar’s other models to a landscape orientation in this car is a big positive. It feels like you can see more information on the screen simultaneously in this format.

There’s a map display hard-coded to the right-hand side, while the left-hand side is configurable with different tiles.

Annoyingly, some important controls like air conditioning and seat heating are placed within the screen, but at least shortcuts are found along the bottom so you can see it no matter what menu or display you’re viewing.

The Google built-in system is very impressive and I love having that technology inserted into a car’s native software. It means I barely have to connect my Apple CarPlay smartphone mirroring because the underlying functionality is so good already.

The driver has a 10.2-inch digital cluster that shows a map display, speed information, and a live safety display of cars surrounding the Polestar.

At present, the Polestar 4 goes without an ANCAP rating in Australia, nor has it been tested by ANCAP’s European counterpart Euro NCAP.

The Polestar 4 comes with an array of active safety measures as standard. These include systems such as adaptive cruise control, lane-departure warning and assistance, driver attention monitoring, and rear cross-traffic alert and braking.

It’s great to see that Polestar includes the Pilot pack as standard too. This includes lane-change assist and lane-centring for the adaptive cruise control.

Although the Polestar 4 includes warnings for straying over the speed limit (that can be wrong, at times), at least the audible alert is quiet – and it can easily be turned off.

Polestar cars come with a complimentary service plan for the first five years of ownership or 100,000km – whichever occurs first.

This is matched by a five-year warranty on manufacturing defects, as well as an eight-year warranty on the high-voltage battery itself.

On top of all that, Polestar provides five years of roadside assistance from the day the car is delivered.

Insurance was quoted at $2066 per year for comprehensive cover based on a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.

Those same details returned a lower $1803 quote for a 2023 Hyundai Ioniq 5 Epiq or higher $2166 quote for a Tesla Model Y RWD.

Polestar quotes a maximum driving range of 590km for the dual-motor variant. We didn’t get a chance to see how it charges, so stay tuned until we get the car through one of our Drive garages for the detailed charge test.

Polestar also quotes an efficiency between 18.7 and 21.7 kilowatt-hours per 100 kilometres. In my time with the car, my energy use was closer to the former figure. After a country-road blast, my time with the car ended up with a 19.1kWh/100km consumption figure.

This isn’t too bad for an electric vehicle of its size, though lags behind the 15.6kWh/100km rating we’ve seen from a Tesla Model Y previously. However, the Polestar 4 is a performance-oriented SUV.

Let’s start with the most controversial bit. Interestingly, the lack of a rear window in the Polestar 4 didn’t irk me as much as I thought it would.

When you’re on the move, the car displays a real-time camera feed of the road behind and there is no lag whatsoever. The clarity isn’t quite the same as you’d have if it were a mirror – it can be hard to discern numberplates for example – but the quality is good enough.

The only issue I found with the rear-view display was the lack of depth perception. It’s difficult to judge how close you are to objects behind and you’re forced to rely on the rear-view camera on the infotainment screen instead.

On the move, the Polestar 4 is a joy to drive in myriad surroundings.

Our launch drive had us driving through tight, twisty corners on the way to the Barossa Valley in South Australia, and the Polestar 4 Long Range Dual-Motor (LRDM) is a willing partner to dynamic roads.

There’s a wallop of power available the minute you flex your right foot and the resulting acceleration sensation is wild. It’s a proper shove-you-back-in-the-seat feeling as you rocket from zero to 100km/h in 3.8 seconds.

In terms of varying settings, the throttle calibration can change between Standard and Performance modes for sporty driving, while the steering can cycle between three weights – my favourite is the Firm feel.

The Polestar 4 LRDM comes with adaptive dampers that change the car’s character from everyday cruiser to sports SUV – but there’s no doubt it’s a firm car no matter which setting the dampers are in.

It gets bullied around by creases in the bitumen, while the suspension stays taut over speed humps and road impacts.

However, the dynamic trade-off is worth it. The car stays resolutely flat through bends and isn’t upset by mid-corner bumps.

The single-motor variant, which uses passive dampers rather than adaptive, is the better car for everyday comfort.

There’s minimal noise coming through to the cabin in either car – both variants are well insulated from road and wind noise, and overall refinement levels are high. There are no creaks or vibrations on the move, which is reassuring for a premium car.

There were some question marks over the calibration suspension/drivetrain components for the Polestar 4 at the international launch, though it’s obvious that Polestar has made the right decisions for Aussie-spec cars.

The Polestar 4 is a beautiful car to drive whether you’re going fast or just driving every day.

The Polestar 4 is rated to tow up to 1500kg braked with the entry-level rear-wheel-drive version, while the top-spec dual-motor car gets an extra 500kg of load-lugging ability with a 2000kg braked towing capacity.

This is arguably Polestar’s most consequential car yet. A medium-sized SUV with the right price and the right positioning, the Polestar 4 is also arguably the brand’s most well-resolved car yet.

It might come with some interesting design and practicality choices, but the left-field presentation and functionality add to the car’s overall charm.

The Polestar 4 is a gorgeous-looking car no matter which variant the buyer opts for and is incredibly well-appointed inside the cabin.

Unfortunately, customers will have to spend up on pricey option packs to get the best experience, but there’s definitely something to be said for how complete the base-spec car feels in the metal.

It comes at a higher price point than the headline – and chart – conquering Tesla Model Y, but the Polestar 4 feels and drives a lot nicer than its popular adversary. We’re more than keen to spend more time in the two cars in the coming months.

In my time spent with both cars at the national media launch, I’d personally opt for the entry-level Long Range Single Motor variant. It has more than enough oomph and is beautiful to drive every day. It’ll also change up to being a willing partner for dynamic duties too.

Supply of Polestar 4s post-launch is good, according to the brand. Polestar is working on providing more point-of-sale locations throughout the country so that buyers can touch and feel the cars in person.

A Tesla Model Y is well worth cross-shopping against the Polestar 4. Likewise, the excellent Hyundai Ioniq 5 and Volvo XC40 are brilliant electric vehicles that deserve consideration.

Find your nearest Polestar dealer at this link to check stock levels near you. There are also plenty of new EVs for sale at Drive Marketplace.

If you want to stay updated with everything that's happened to this car since our review, you'll find all the latest news here.

Electric Cars Guide

Tom started out in the automotive industry by exploiting his photographic skills but quickly learned journalists got the better end of the deal. With tenures at CarAdvice, Wheels Media, and now Drive, Tom's breadth of experience and industry knowledge informs a strong opinion on all things automotive. At Drive, Tom covers automotive news, car reviews, advice, and holds a special interest in long-form feature stories.

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